My wiki - User contributions [en]

PriusPlus-RawData

2007-10-13T07:28:20Z

Rgremban: Added references to ControlSwSpecs_v01_20070128_rdg.xls and TestSpec_v01_20070407rdg.xls

{{PriusPlus-Doc_Process}}
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This page houses all raw reference materials and other data which have been uploaded to incorporate into documentation on the other pages.

==Specifications==
The following two Excel files are specifications that I (Ron Gremban) wrote and copyrighted in early 2007, then placed into the public domain by publishing (including an appropriate copyright license message) on the eaa-phev maillist on Aug 6, 2007 ([http://autos.groups.yahoo.com/group/eaa-phev/message/1119 message 1119]).

[http://www.forsites.com/CalCars/EAA-PHEV/ControlSwSpecs_v01_20070128_rdg.xls ControlSwSpecs_v01_20070128_rdg.xls]

[http://www.forsites.com/CalCars/EAA-PHEV/TestSpec_v01_20070407rdg.xls TestSpec_v01_20070407rdg.xls]

The software specification is a complete specification for software to control a PRIUS+ conversion from data read from the CAN bus using the best algorithms I had developed up to January 28, 2007. Since then, Chris Ewert, myself, and others have further refined the algorithms to handle special cases such as extreme temperatures and speeds just slightly above 34 mph.

The test specification, written April 7, 2007, is a basic ordered list of tests that would be good to follow as part of completing and validating a PRIUS+ conversion.

==Schematics==
These are preview images of various schematics, click on the thumbnails for a larger preview and to download the full sized images. You will also find links to .zips of the original [http://www.expresspcb.com ExpressSCH] schematics from which these images were produced.

[[Image:EAA-PHEV-PRIUS-HighPowerSchematic.png|thumb|left|400px|Preview of High Power Schematics]]

[[Image:EAA-PHEV-PRIUS-ControlBdSchematic.png|thumb|left|400px|Preview of Control Board Schematics [[:Image:EAA-PHEV-PRIUS-ControlBdSchematic.zip|EAA-PHEV-PRIUS-ControlBdSchematic.zip]] schematic created in [http://www.expresspcb.com ExpressSCH].]]

[[Image:EAA-PHEV-PRIUS-LEDBdSchematic.png|thumb|left|400px|Preview of LED Board Schematics [[:Image:EAA-PHEV-PRIUS-LEDBdSchematic.zip|EAA-PHEV-PRIUS-LEDBdSchematic.zip]] schematic created in [http://www.expresspcb.com ExpressSCH].]]
{{Clear}}

===Battery Box Designs===
See the following for designs for a hinged battery box:

* [[Image:076610.1004-PP2-1.PDF]] - assembled view
* [[Image:076610.2039-pp2.pdf]] - Bottom Plate
* [[Image:076610.2040-PP2.pdf]] - Side Panel, Right
* [[Image:076610.2041-PP2.pdf]] - Side Panel, Left
* [[Image:076610.2042-pp2.pdf]] - Top Cover

===Photos===
You can browse the [http://www.eaa-phev.org/index.php?title=Special:Newimages entire gallery] of images here at the eaa-phev site, 
or visit some other galleries with potentially applicable photos:
* [[2007_Maker_Faire#Photos]]
* Inaugural [[Maker_Faire_Photos]]
* [[PiPrius#Photos]]
** [[WhiteBird#Photos]]
** [[GrayPearl#Photos]]

{|
| valign=top | [[Image:100_1183.JPG|thumb|Photo of OEM NiMH battery with case fully removed during [[Inaugural Maker Faire|Maker Faire]], which is no longer necessary during current conversions.]]
| valign=top | [[Image:100_1176.JPG|thumb|Photo of the [[PriusBlue]] HV Tie in at the time of the [[Inaugural Maker Faire|Maker Faire]], routed out of OEM battery case near service plug.]]
| valign=top | [[Image:100_1442.JPG|thumb|Photo of the [[PriusBlue]] HV Tie in later after [[PiPrius]] conversion, there is an additional unused wire on the neg(-) OEM contactor for use during "Genset mode"]]
|}

====Rons Images====
* Build Team [[:Image:SvensConversionTeamPhotoWNames_061112.jpg]]
<gallery>
Image:SvensConversionTeamPhotoWNames_061112.jpg|Build Team Photo with labels
Image:P10370.JPG|Team Photo around Rons Prius.
Image:P10371.JPG|Team Photo around Rons Prius.
Image:P10372.JPG|Team Photo around Rons Prius.

Image:P10363.JPG|The unmodified trunk area.
Image:P10364.JPG|Pair of PVC air vents installed in spare tire well.
Image:P10365.JPG|Mockup of the Electronics housing for wiring and circuit boards.
Image:P10373.JPG|The empty new battery box.

Image:P10374.JPG|Electronics housing and misc parts on top of new battery box, ready for installation.
Image:P10382.JPG|Electronics housing and battery box fitting mockup.
Image:P10389.JPG|Electronics housing semi-populated and battery box fitting mockup.
Image:P10385.JPG|Electronics housing semi-populated.

Image:P10386.JPG|Electronics housing semi-populated.
Image:P10387.JPG|Electronics housing semi-populated.
Image:P10393.JPG|Wire Taps into OEM battery fan controls.
Image:P10394.JPG|Wire Taps into OEM battery fan controls.

Image:P10380.JPG|Electronics housing (front).
Image:P10379.JPG|Electronics housing (bottom).
Image:P10377.JPG|Electronics housing (back).
Image:P10376.JPG|Electronics housing (top).

Image:P10366.JPG|Electronics in Rons Prius.
Image:P10367.JPG|Electronics in Rons Prius.
Image:P10368.JPG|Electronics in Rons Prius.
Image:P10369.JPG|Electronics in Rons Prius.

Image:P10381.JPG|Working on Circuit boards.
Image:P10383.JPG|Populating Electronics housing.
Image:P10384.JPG|Populating Electronics housing.
Image:P10403.JPG|Electronics housing cooling fan flaps.

Image:P10390.JPG|Bracket for ABS control.
Image:P10391.JPG|Bracket for ABS control.
Image:P10395.JPG|Bracket for ABS control.
Image:P10396.JPG|Bracket for ABS control.

Image:P10397.JPG|Delta-Q Charger installed.
Image:P10398.JPG|Delta-Q Charger installed.
Image:P10400.JPG|110v breakout quad and 110 to 12v power supply.
Image:P10402.JPG|Ah Meter.

Image:P10405.JPG|Old Electronics Board.
Image:P10406.JPG|Old Electronics Board.
Image:P10407.JPG|Old Electronics Board.
Image:P10408.JPG|Old Electronics Board.

Image:P10404.JPG|Inside corner of battery box top.
Image:P10409.JPG|[[CAN-View]] screen.
</gallery>

====Photos from Chris Ewert's Conversion====
These are photos that [[User:Cewert]] has shared with us of his conversion via the CalCars [[PriusPlus]] method.
<gallery>
Image:Cutting Aluminum.JPG|Cutting the aluminum with a hacksaw
Image:Tray Pieces.JPG|All the pieces necessary for the battery trays
Image:Tray Parts Laid Out.JPG|All the parts from the tray laid out
Image:Tray Set Together With Battery.JPG|Battery tray just set together
Image:Tray Set Together Close Up.JPG|Close up of the battery tray just set together
Image:Tray Ready for Jig.JPG|Tray set together, ready for creating "jig"
Image:Making Tray Jig Step 1.JPG|Starting to assemble the jig
Image:Making Tray Jig Step 2.JPG|More assembling the jig
Image:Making Tray Jig Step 3.JPG|Getting the jig assembled
Image:Almost Finished Tray Jig.JPG|Mostly finished tray jig
Image:Dremel Drill Press.JPG|Dremel drill press used for drilling holes in angle irons
Image:Holes drilled in aluminum.JPG|Holes drilled in the aluminum, then countersunk
Image:Closeup of Sample Finished Corner.JPG|Sample corner finished (done on scrap aluminum)
Image:Screws Sticking Through Partially Assembled Tray.JPG|Shows the self threading screws sticking out
Image:Finished Tray.JPG|The finished tray
Image:4 Finished Trays.JPG|All 4 finished trays laid out like they will be
Image:2 Trays with Some Supports.JPG|Experimenting with the support angle irons
Image:Starting on the Top of Battery Box.JPG|Starting on the top of the battery box
Image:Top Battery Box 45 Degree Cuts.JPG|45 degree angles cut in angle irons
Image:Top Battery Box With Corner Bracket.JPG|Corner bracket just set on the top
Image:Batt Box Top 3 Angles.JPG|3 angle irons cut and just sitting on the box
Image:Plexiglass Shield.JPG|Shows the Plexiglass "shield" on the inside of the angle irons
Image:Batt Box with Bolt Down Angle.JPG|Partially assembled battery box - bolted on top, but not the sides
Image:Inside Corner.JPG|Inside of the corner of the battery box top
Image:Binding Posts Ground Down.JPG|Binding posts that I choose to use. They worked, but they aren't part of the official conversion method
Image:Finished Corner.JPG|A completed corner, bolts in and have been ground off.
Image:Batt Box with Bolt Down Angle.JPG|Shows the angle iron that will be used to bolt down the top
Image:Mostly Finished Batt Box.JPG|Mostly finished battery box. Still lacking the bolts in the center of the pack, holes for bolting the top down and holes in the frame
Image:Fuses and Holders.JPG|Fuses and holders
Image:Fuse in holder.JPG|A fuse in it's holder
Image:Bottom of JTN60060.JPG|Bottom of the fuse holder (for DIN rail mounting)
Image:EV200 Contactor.JPG|The Kilovac EV200 contactor
Image:P1240040.JPG|Battery Box sitting on steel tube
Image:Batt_Box_with_screw_lift_supports.JPG|Battery box sitting on steel tube with second tube for screw lift support
Image:Bracket_on_OEM_Batt_screw.JPG|Alt mounting method: modified hanger bolted into battery box mount
Image:Batt_box_test_fit_forward_design.JPG|Alt mounting method: Test fit of unfinished battery box top in forward location
Image:Charger_in_tirewell.JPG|Charger in tirewell
Image:Welded_angle_iron_1.jpg|Welded support connected to support angle irons
Image:Welded_angle_iron_2.jpg|Welded support connected to support angle irons
Image:Alt_method_support_angle_irons.jpg|Support angle irons
Image:Right_side _battery_box_supports_alt_method.jpg|Right side battery box supports
Image:Left_side_battery_box_supports_alt_method.jpg|Left side battery box supports
Image:Rubber on center batt box support.jpg|Rubber pad under support angle irons
Image:Entire alt batt box mounting supports.jpg|Entire battery box mounting supports
Image:Electronics box being assembled.jpg|Electronics box being assembled
Image:Electronics Box Partial 1.jpg|Mostly completed electronics box
Image:Electronics Box Partial 2.jpg|Mostly completed electronics box
Image:Electronics Box And Charger in Tire Well.jpg|Installed electronics box and charger
Image:Electronics Box And Charger in Tire Well 2.jpg|Installed electronics box with top on
Image:HVD1 in electronics box.jpg|Close up of HVD1 installed
Image:Contactors in electronics box.jpg|Close up of contactors installed
Image:Left side of electronics box.jpg|Left side of electronics box
Image:Right side of electronics box.jpg|Right side of electronics box
Image:Fuses in electronics box.jpg|Close up of fuses in electronics box
Image:Zivan NG3 Charger connected.jpg|Close up of ZiVan NG3 charger
Image:PriusPlus control board unstuffed front.jpg|Unstuffed control board - front
Image:PriusPlus control board unstuffed back.jpg|Unstuffed control board - back
Image:Batteries being installed 1.jpg|Batteries being installed
Image:Batteries being installed 2.jpg|More batteries
Image:Batt box top modified for alt mounting method.jpg|Battery box top (modified for alt. mounting)
Image:OEM Battery Hold Down Screw.jpg|Bolt on top of OEM battery
Image:Removing carpeting from top of OEM battery.jpg|Removing carpeting from on top of OEM battery
Image:Removing rear drivers side seat top.jpg|Removing the upright part of the rear seat
Image:OEM battery exposed.jpg|The OEM battery exposed
Image:Opening OEM battery.jpg|Opening the OEM battery lid
Image:Inside OEM battery from back of car.jpg|Inside the OEM battery (unmodified) from rear of car
Image:Inside OEM battery after tie in.jpg|Inside the OEM battery after HV tie-in
Image:Low voltage wiring inside OEM Battery.jpg|Unmodified OEM battery low voltage wiring
Image:Low voltage wiring inside OEM Battery modified.jpg|Modified OEM battery low voltage wiring (for charge interlock)


Image:DO-5 Diode.jpg|The DO-5 Diode as it arrives from DigiKey
Image:Nylon Spacer.jpg|The nylon spacer shown next to what it was made from
Image:Heatsink with Hole.jpg|The heatsink with a hole drilled for the spacer
Image:Heatsink with Hole and Spacer.jpg|Nylon spacer inserted into the hole in the heatsink
Image:Diode Mounted on Heatsink - Rear.jpg|Back side - Diode mounted on heatsink
Image:Diode_Mounted_on_Heatsink_-_Front.jpg|Front side - Diode mounted on heatsink
Image:OEM Battery Fan Wiring.jpg|The unmodified wiring
Image:OEM Battery Fan Wiring - Stripped Back.jpg|Unplugged and rubber casing stripped back
Image:OEM Battery Fan Modification - Diode Mounting 2.jpg|Ladder of diodes
Image:OEM Battery Fan Modification - New Wiring.jpg|Finished wiring modification
</gallery>

====Photos from 2007 Maker Faire====
Some photos from the [[2007 Maker Faire]] conversion.
<gallery>

Image:Maker Faire 2007 1.jpg|
Image:Maker Faire 2007 2.jpg|
Image:Maker Faire 2007 3.jpg|
Image:Maker Faire 2007 4.jpg|
Image:Maker Faire 2007 5.jpg|
Image:Maker Faire 2007 6.jpg|


Image:IMG 1171.jpg|The Make Faire team: left to right, Ron Gremban, Jim Bernard, Carolyn Coquillete, Chris Ewert, Walt Ferris , Nick Rothman, Cody Jackson, Robb Protheroe, Tom Driscoll, Felix Kramer, Jim Philippi. Not shown: Randy Reisinger, Ailian Chong, Amanda Kovattana, Marc Geller, Fraser Smith.
Image:IMG 1179.jpg|Outside the building, at the main entrance to Maker Faire, the team posed Ron's car (world's first Prius conversion) and Felix's car (with Valence lithium-ion batteries)
Image:IMG 1154 2.jpg|Applying the vinyl lettering to Jim's car.
Image:IMG 1186.jpg|Securing the battery box frame to the body of the car.
Image:IMG 1187.jpg|The battery box fits above the battery and tilts up to allow access to the spare tire.
Image:IMG 1188.jpg|Last-minute wiring diagrams.
Image:IMG 1190.jpg|Our work-site had crowds all day Saturday and Sunday.
Image:IMG 1205.jpg|Installing components inside the battery box.
Image:IMG 1208.jpg|Custom-made circuit boards included.
Image:IMG 1215.jpg|The team worked late Sunday night to wrap up the project.

</gallery>

===General Reference Materials===
These are some other General Reference Materials we use elsewhere on the site. This is also an example of how to use references within the page text. See [[PiPrius conversion process]] for another example of a page with multiple reference tages.

* Prius Dismantle Manual <ref>[[Image:Priusdisman.pdf]] from http://www.airlabcorp.com/Prius/priusdisman.pdf</ref>

* Stereo Installation, Dash Dismantle <ref>[[Image:Stereo Accessory Install Guide 04 Prius v1.03.pdf]] from [http://web.archive.org/web/*/http://www.chrisdragon.com/downloads/Stereo%2520Accessory%2520Install%2520Guide,%252004%2520Prius,%2520v1.03.pdf http://www.chrisdragon.com]</ref>

* Stereo Installation, Dash Dismantle <ref>[[Image:PriusXMradio3.2.pdf]] from https://www.metrotpn.com/documents/PDF%20Files/Prius/Eddie's%20XMRadio%20Install/PriusXMradio3.2.pdf</ref>

* [[CAN-View]] install without Nav <ref>[[Image:CAN-View installNONAVwt.pdf]] Adapted from http://www.hybridinterfaces.ca/installNONAV.html</ref>

* [[CAN-View]] install with Nav <ref>[[Image:CAN-View installWNAVwt.pdf]] Adapted from http://www.hybridinterfaces.ca/installWNAV.html</ref>

* [[Prius EV Mode Button]] Installation <ref>[[Image:Prius-evbutton-install.pdf]] from http://www.calcars.org/prius-evbutton-install.pdf</ref>

* Factory EV Mode Button <ref>[[Image:FactoryEV.pdf]] from http://www.scubadivervideo.com/Files/factoryEV.pdf</ref>

You should be familiar with these reference materials and standard operating procedures around high voltages.
<references/>

==Intro Editing Help==
===File Specific Help===
File link Examples, click the edit button for this section to see how it works.

====Text Links:====

* Using :Image takes you to the Images description page:
** [[:Image:EAA-PHEV-PRIUS-ControlBdSchematic.png]]
* Using Media takes you directly to the file:
** [[Media:EAA-PHEV-PRIUS-ControlBdSchematic.png]]
* You can use a | to change the text of the link to something more descriptive.
** [[:Image:EAA-PHEV-PRIUS-ControlBdSchematic.png|Control Board]]

====Inline resized images:====

25px[[Image:EAA-PHEV-PRIUS-ControlBdSchematic.png|25px]], 50px[[Image:EAA-PHEV-PRIUS-ControlBdSchematic.png|50px]], 150px[[Image:EAA-PHEV-PRIUS-ControlBdSchematic.png|150px]],

300px[[Image:EAA-PHEV-PRIUS-ControlBdSchematic.png|300px]]

====Thumbnails:====

[[Image:EAA-PHEV-PRIUS-ControlBdSchematic.png|thumb|caption]]

* Thumbnail tag will embed the image inline such that text will wrap arround the image. The image will be alligened to the right by default or can be forced with a "|center" or "|left" tag. Thumbnails should also include some caption as their last "|caption element". Notice that the image code is placed above this text so that the text and image begin at the same place.

{{Clear}} The <nowiki>{{Clear}}</nowiki> template can be used to force empty white space after a thumbnail before continuing with the next block of text.

* A Second Example...
[[Image:EAA-PHEV-PRIUS-ControlBdSchematic.png|thumb|100px|left|Small On Left]]
[[Image:EAA-PHEV-PRIUS-ControlBdSchematic.png|thumb|100px|Small On Right]]
Thumbnail tag will embed the image inline such that text will wrap arround the image. The image will be alligened to the right by default or can be forced with a "|center" or "|left" tag. Thumbnails should also include some caption as their last "|caption element". Notice that the image code is placed above this text so that the text and image begin at the same place.
'' Thumbnail tag will embed the image inline such that text will wrap arround the image. The image will be alligened to the right by default or can be forced with a "|center" or "|left" tag. Thumbnails should also include some caption as their last "|caption element". Notice that the image code is placed above this text so that the text and image begin at the same place.''
''Thumbnail tag will embed the image inline such that text will wrap arround the image. The image will be alligened to the right by default or can be forced with a "|center" or "|left" tag. Thumbnails should also include some caption as their last "|caption element". Notice that the image code is placed above this text so that the text and image begin at the same place.''

{{Clear}}

==References==
<references/>

[[Category:PHEV]]
[[Category:Prius]]
[[Category:PriusPlus]]
[[Category:CalCars]]

PriusPlus

2007-09-26T19:19:09Z

Rgremban: preliminary mention of new Nilar, PSI, and battery box options

{{PriusPlus-Doc_Process}}
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We'd like discussion of this page to happen here on this page’s Discussion tab and general discussion of the conversion to occur on the [[Maillist|eaa-phev maillist]].

==About the Open Source PriusPlus Project==
The PriusPlus project is an open source project set up to develop a method to convert a '04-'07 Toyota Prius into a Plug-in Hybrid. The project is a combination of hardware and software development to allow qualified individuals or individuals working with a qualified electrician to convert their own car to a [[PHEV]].

==Current Status==
While the documentation is not yet as thorough as would be desired, the necessary information is available to complete a conversion. Please use the links above to navigate to the various documentation pages. Many photos are available on the RawData page.

See this 2007 08 01 maillist post for the [[User:Rgremban/2007 08 01-PriusPlus Project Update|Latest News]].
If you are interested in helping improve the documentation, please contact Chris Ewert (chris at infolaunch.com)

Another avid Prius enthusiast named Cheap! is currently in the process of his own conversion using CalCars PriusPlus processes and documenting his progress at [http://priuschat.com/My-official-Prius-Plus-mods-thread-t26951.html priuschat].

==Overview==
{{TOCright}}

The PriusPlus conversion retains the OEM hybrid battery and its management computer while adding a lead-acid pack consisting of 20 BB Battery EVP20-12B 12V, 20 Amp-hour sealed AGM PbA batteries. PbA battery chemistry is very inexpensive but leads to significant limitations (see below). However, with this relatively inexpensive conversion (as little as $4000 parts cost, including the battery) you can be the first in your community to actually own and drive a plug-in hybrid, and you can achieve 100+ mpg (plus electricity) for 15-20 miles/day!

News flash (Sept '07): Reasonably-priced conversion options using Nilar NiMH packs of 3 sizes and possibly PSI Li-ion phosphate packs are now becoming available, as well as pre-built battery boxes and wiring harnesses. Stay tuned for details.

Though we are using the best and most cost-effective PbA modules we could find, a PbA PHEV is neither economically nor operationally up to par. But as of now, it is the only relatively inexpensive way to own and drive a real PHEV. More advanced batteries are on the way and may well be available by the time (1-2 years from now) the PbA battery needs replacement (see below for specifics.)

Below is a fairly comprehensive list of our public domain PbA Prius conversion’s advantages, operating and mechanical characteristics, and limitations:

===Advantages===
*Detailed instructions for easy installation by anyone trained in high-voltage safety
*Pure electric propulsion at up to 34 mph for up to 10-12 miles per charge
*Lower gasoline use at all speeds until the PHEV battery is depleted
*Displacement of gasoline:
**at an equivalent energy cost of less than $1.00/gallon (at up to $0.09/kWh), possibly using low-cost nighttime electricity if your utility provides optional time-of-use metering
**with renewable electricity, if you have solar panels on your home or specifically buy electricity from renewable sources
*No modification of the Prius’ hybrid propulsion system, for uncompromised vehicle reliability
*Several selectable text and graphics display screens for real-time observation of hybrid system and PHEV parameters
*A pull-out power cord that plugs into any standard U.S. 15A, 120VAC outlet or a mounted bumper inlet
*An interlock to prevent driving away while the battery charger is still plugged into a live electrical outlet

===Prius-forced limitations===
*This conversion will no doubt void parts of Toyota’s warranty. U.S. law prohibits aftermarket modifications from voiding any part of a vehicle’s warranty except for problems specifically caused by the modification. If repair of the OEM battery, transaxle, or other parts of the hybrid system becomes necessary, Toyota may argue that the PHEV modification has caused the problem. The outcome is uncertain, see also our [[Warranty]] article.
*EV-only mode (which inhibits ICE operation) works only up to 34 mph, 120A of power (modest acceleration), and a few more obscure limits
*The conversion’s data display can share the vehicle’s multifunction display screen only in 2004-5 Prii; later models require an additional display screen (optional on 2004-5 Prii).
*When the Prius starts the ICE for the first time after being turned on, the ICE must warm up for several minutes before EV mode can be re-entered. This process burns more fuel than normal.
*The charge / discharge limits are affected by the temperature of the OEM battery.

===PbA limitations===
*The conversion adds 300+ lbs to the vehicle’s weight to provide 10 miles of electric range per charge (16.7 usable Wh/kg)
**Though I have safely driven 17,000 miles in my converted Prius, the added weight could possibly cause vehicle instability during driving, and the battery may modify the effectiveness of the vehicle’s rear crush zone.
**Existing conversions sit 1-2 inches low in the rear. Air shocks or heaver-duty rear springs would be nice, but have not yet been developed.
**Though there are indications that improved hybrid efficiency due to a lower combined internal resistance of the two-battery combination at least partially compensates for the added weight, city gasoline mileage is otherwise reduced by up to 10%.
*Operating costs are high due to an expected cycle life of only 300-400 deep cycles, providing only one to two years of daily driving (at 400 cycles, 10 electric miles per 2.1 kWh cycle, and $800/pack, battery cost is $0.95/kWh throughput or $0.20/electric-mile (in addition to the cost of electricity, usually 2-4 cents/mile depending on utility rates).
*For decent battery life, the battery must always be charged within a day of discharge, making charging a required rather than optional operation (if planning to drive to somewhere without access to electricity, temporarily turn off PHEV operation).
*PbA batteries perform very poorly in cold weather. Though our design includes a thermally insulated battery pack, heated during charging, this feature has been insufficiently tested due to moderate California temperatures during development.

===Safety===
*Potentially lethal voltages are involved. It is important for the high-voltage wiring to be done by an electrician or an engineer experienced with high-voltage safety.
**Once the conversion is complete, all high voltages are inside screw- or bolt-secured areas, but these areas are exposed during parts of the conversion process, during battery replacement and other servicing, and possibly after a crash.
**In keeping with hybrid automotive standards, high voltage cabling is labeled with orange (as #4 gauge and larger orange wire is not readily available, we specify the addition of orange shrink-wrap at each end)
*This design should be adequate to contain the batteries in any normal driving conditions, but extreme or off-road maneuvers could damage the installation, potentially causing a hazard.
*More importantly, though we believe the parts are well-secured, we are not automotive design engineers, the design has not been crash-tested, and its characteristics during and after a crash are unknown. In particular, it is uncertain whether the battery box would remain intact and in place during a roll-over incident.
**PbA modules could tear out of their brackets and fly around the passenger compartment
**Though these AGM PbA modules are not flooded, they could leak acid if crushed.
**Short circuits could arise, causing sparks, hot, molten metal, and possibly igniting a fire.
**The battery pack may modify the characteristics of the vehicle’s rear crush zone.

===Operational characteristics===
*Entry into EV-only mode is automated. Manual entry is also available. Due to a complex interaction with Toyota’s battery management computer, EV-only mode is unavailable for a short distance (usually less than ½ block) after slowing down from highway speeds.
*The paralleling of the PHEV battery to the OEM battery is switched on and off as needed. Occupants will hear the contactor periodically doing this, but will not directly feel any effects from it.
*When the PHEV battery is fully charged, EV-only mode can be sustained up a steep, extended hill at maximum allowable EV-only power (100-120A). At lower states of charge, the voltage may fall, causing the engine to start.
*When going down a long hill at low PHEV battery SOC, some regenerative current does flow back into the PHEV battery. This effect, however, is not as large as would be desirable.
*The Prius’ hybrid system allows EV-only mode only when the OEM battery temperature is below 107 deg F, but non-EV-only maximum battery temperature is enough higher that Toyota’s battery cooling system does not work hard to avoid exceeding 107 degrees. The conversion modifies this system so that the fan comes on at full speed whenever OEM battery temperature is above approximately 90 deg F. This almost always keeps OEM battery temperature within EV-only range, but is somewhat noisy.

===Other characteristics===
*It will probably be helpful at various points to refer to specific Prius Service Manual<ref>awaiting url to Prius Service Manual website.</ref> pages, available for download by paying Toyota $10/day for access (only one day is needed).
*The mechanical design is sturdy and simple. It should be easy for anyone mechanically inclined to build; even more so if and when various prefabricated parts become available.
*This conversion includes a simple and inexpensive insulated battery box that is both air-cooled when necessary and heated as needed, but only during charging.
**The thermostatically-controlled cooling fans need only run at high ambient temperatures, to keep battery temperatures below 120 deg F. However, they are also run during non-heated charging to ensure any venting of the modules is flushed to outside the passenger compartment.
*PbA batteries have increasingly poor operating characteristics at low temperatures, starting around 55 deg F. We thermally insulate and heat them to retain their usefulness down to lower ambient temperatures. An advantage of retaining the OEM battery for normal hybrid operation is that poor PbA cold-weather performance affects only PHEV, not normal hybrid, operation.
**Since we have not come up with a scheme to heat the battery pack from waste engine heat, and electric heating from the battery would be unproductive, we heat electrically only during charging. This should keep the battery pack sufficiently warm for effective charging and for several hours thereafter in most climates. The system has not been sufficiently tested, however, due to very moderate California weather during development.
**Heating is accomplished via ordinary drugstore electric heating pads, thermostatically controlled via a thermistor and powered by the AC line during charging. They consume about 100 watts when in use, so overnight heating can add 1 kWh, or around 25%, to cold-weather electricity consumption.

===Planned Enhancements/Options===
*A new version of the logic board has been designed, as much as possible, to accomodate a DC:DC converter such as the Manzanita Micro PFC-40, various battery chemistries, various separate PHEV battery management systems (BMS), and digital data acquisition.
*[http://www.manzanitamicro.com Manzanita Micro] is designing a [[PiPrius]] PHEV conversion kit for sale, using a lower-voltage pack of larger PbA batteries and their [http://manzanitamicro.com/chargers3.htm PFC-40 charger] as both a charger and DC:DC converter between batteries. It is our intention to develop a version of this conversion that uses the PFC-40 in the same ways. It will probably require the next version of our logic board, and will have the following relative characteristics:
**Advantages
***Lower peak currents in both batteries, due to a 40A current limit between them
***Increased regenerative braking back into the PHEV battery, mainly valuable during extended downhill grades
***Possibly slightly longer EV range, due to the above advantages
***A range of PHEV battery voltages can be accommodated.
***Various battery chemistries can be used and accurately kept within their specifications by the required battery management system (BMS).
***Because the PHEV battery must have a BMS, it is possible to more carefully control its minimum state-of-charge (SOC), thereby more carefully trading off useful capacity vs. cycle life.
**Disadvantages
***During charge, the battery pack is not isolated from input power. This means extra care must be taken to electrically insulate the battery pack from the vehicle chassis, the hybrid system, and all possible human contact points.
***The batteries are not kept in parallel during post-PHEV hybrid operations, possibly limiting hybrid efficiency to that of an unmodified Prius. More complex PFC-40 switching may minimize or eliminate this effect.
***Unless voltage minima and maxima turn out to be sufficient cues, a battery management system (BMS), including reasonably accurate state-of-charge (SOC) measurement, will be required to maintain SOC limits.

===Advanced batteries===
*More advanced batteries may be retrofittable to the conversion. This will probably require upgrading to CalCars’ not-yet-designed next version of logic board, and will also probably require additional battery management electronics. Any new battery’s enclosure, mounting, and thermal management system will no doubt also be very different.

Possible future batteries and their likely characteristics (incl. low-volume pricing):

Example pack
{| border=1 cellpadding=2 |
| Chemistry || || Usable Wh/kg || Cycle life || Yr daily driving || $/usable kWh || $/kWh thruput || Cents/ EV-mi || kWh || $ || EV mi || Wt, lb
|-
| PbA (current) || || 16 || 400 || 1.1 || $380 || $0.95 || 20.0 || 2.1 || $ 798 || 10 || 289
|-
| NiMH || worst || 36 || 2000 || 5.5 || $1,200 || $0.60 || 12.6 || 4.2 || $5,040 || 20 || 257
|-
| NiMH || best || 36 || 4000 || 11.0 || $800 || $0.20 || 4.2 || 4.2 || $3,360 || 20 || 257
|-
| Li-ion || worst || 56 || 1000 || 2.7 || $1,200 || $1.20 || 25.2 || 4.2 || $5,040 || 20 || 165
|-
| Li-ion || best || 100 || 4000 || 11.0 || $800 || $0.20 || 4.2 || 6.3 || $5,040 || 30 || 139
|-
| NiZn || worst || 36 || 500 || 1.4 || $500 || $1.00 || 21.0 || 4.2 || $2,100 || 20 || 257
|-
| NiZn || best || 36 || 2000 || 5.5 || $350 || $0.18 || 3.7 || 4.2 || $1,470 || 20 || 257
|-
| Firefly PbA || worst || 36 || 1000 || 2.7 || $350 || $0.35 || 7.4 || 4.2 || $1,470 || 20 || 257
|-
| Firefly PbA || best || 45 || 4000 || 11.0 || $250 || $0.06 || 1.3 || 5.25 || $1,313 || 25 || 257
|}

Note that figures are for usable, not total, capacity in kWh (usually 80%, but much less for the current PbA pack (4.8 kWh total capacity), due to [[Wikipedia:Peukert's Law]]).

===Parts availability===
All parts are off-the-shelf with the following exceptions:
*the logic board
**Once we know demand, we will order a bunch fabricated. Post-fabrication rework is also required due to major architectural changes since its inception.
**A reworked, stuffed, and fully-tested form of this board may be made available at some point. If so, it will probably cost hundreds of dollars and save 20-40 hours of parts purchase, identification, stuffing, soldering, and testing.
**We do plan to redesign this board in the future, using IC logic, a PLA, and/or a microcontroller. The new version will probably be required for eventual upgrade of a conversion to use a more advanced battery pack.
*a version of [http://www.hybridinterfaces.ca CAN-View] with relays to control the conversion. 2006+ Prii require a version capable of driving an add-on touch-screen; this should be available by the time anyone needs it.
*a charger designed for the PbA battery pack. Three options are planned:
**a Delta-q charger (http://www.delta-q.com) designed for the PbA battery pack, at a projected price of $800. We are in discussions with the company and will soon know if/when pre-production units will be available; UL-approved units are likely to be available in 2007.
**the Brusa NLG503 charger, available through http://www.metricmind.com/index1.htm for $2650 retail including cables (a group rate is possible). Users can reprogram this charger for other voltages and battery chemistries, so it would be a good purchase for developers anticipating an eventual high-tech replacement battery.
**(eventually) the Manzanita Micro PFC-40 charger, available through http://manzanitamicro.com for around $2000. This charger has programmable but less sophisticated charging algorithms, but can also double as a high-power DC:DC converter between the battery packs. Its output is ''not'' line isolated. Its incorporation will require modifications/enhancements of this conversion, and control circuitry and algorithms that have not yet been developed.
*mechanical parts that require fabrication from off-the-shelf pieces such as angle aluminum and sheets of ABS, plexiglass, and/or lexan (polycarbonate)
**Some of these parts may eventually become available prefabricated.
*we, or some other supplier or affiliate, may offer various components to speed and simplify the conversion. We’re interested (see the [[Conversion Interest]] page) in knowing how much interest there is for pre-assembled (or at least pre-cut) components, at a higher cost than fabrication via you own free labor but no doubt lower than what you would have to pay a fabricator.

The table below outlines approximate component costs, as well as estimated labor costs for component fabrication or assembly. A range is given, as the number of components made and where they are done has a great bearing on the final cost. We are not fabricators, professional assemblers, or product retailers, so these are guesses as to what a for-profit company or craftsman would charge. If a great number of kits or components are desired, offshore fabricators may beat these estimates by a lot.

''Please answer the new questions for our information-gathering at the [[Conversion Interest]] page.''

::{| border=1 cellpadding=2 |
| colspan=2 |
Estimated Fabrication Costs
|-
| Assembled and tested circuit board || $250-500
|-
| Battery tray (4 needed) || $150-250
|-
| Battery box top || $150-200
|-
| Battery box foundation || $150-200
|-
| Electronics tray, assembled and wired || $500-1K
|-
| Set of pre-built battery cables || $150-200
|-
| Pre-built low-power wiring harness || $150-300
|-
| Total (including 4 trays) || $1950-2500
|}
These are estimates for the labor only; approximate components costs are below.

:::{| border=1 cellpadding=2 |
| Est. Component Costs || Min || Max
|-
| Battery set (20 + 2 spares) || 900 || 1100
|-
| Battery wire & lugs || 100 || 150
|-
| Heating pads & insulation || 100 || 100
|-
| CAN-View || 600 || 600
|-
| Display (opt for 2004-5 Prii) || 0 || 200
|-
| Charger (Delta-q or Brusa) || 800 || 2500
|-
| Cord reel & base, brackets || 100 ||100
|-
| Contactors (3) || 240 || 330
|-
| Fuses & holders 60 A (2) || 100 || 150
|-
| Fans (3) || 60 || 120
|-
| All metal & plastic || 200 || 300
|-
| Circuit board || 100 || 100
|-
| Circuit board components || 200 || 300
|-
| Connectors || 200 || 300
|-
| Misc. electronics || 150 || 200
|-
| Total || 3850 || 6550
|}

==History==
For reference and posterity sake, the previous incarnation of Ron's original conversion at [[PriusPlus History]].

{{Disclaimer}}

===References===
<references/>

[[Category:PHEV]]
[[Category:Prius]]
[[Category:Prius PHEV]]
[[Category:PriusPlus]]
[[Category:CalCars]]

Prius PHEV

2007-03-06T02:46:53Z

Rgremban: /* Prius Conversions Chronology */

{{TOCright}}
[[Image:Calcars-logo-large.png|right|160px]]
[[Image:Pluginpartnerslogo.gif|right|80px]]

To this date there have been a number of successful [[Toyota Prius|Prius]] [[PHEV]]<ref>[[Maillist]] & http://groups.yahoo.com/group/gridable-hybrids</ref> conversions beginning with [[User:Rgremban|Ron]] of [[:Category:CalCars|CalCars]]<ref>http://www.CalCars.org & http://groups.yahoo.com/group/calcars-news</ref> [[PriusPlus History|Original]]<ref>http://groups.yahoo.com/group/priusplus</ref> and current [[PriusPlus]].
Other small startups include the [[PiPrius]]<ref>http://www.PiPrius.com & http://www.manzanitamicro.com</ref> ''(WA)'' and [[Hybrids-Plus]]<ref>http://hybrids-plus.com & http://energysense.com</ref> ''(CO)'' projects.
[[EDrive|EDrive/EnergyCS]]<ref>http://www.edrivesystems.com</ref> ''(CA)'' will offer consumer conversion soon, and has produced the most evaluation Prius PHEVs to this point.
Canadian [[Hymotion]]<ref>http://www.hymotion.com</ref> ''(Toronto, ON)'' is offering conversion kits to fleets and eventually consumers.
The tenth conversion of [[PriusBlue]] was undertaken in public at the [[Inaugural Maker Faire]] to help enhance the documentation and help promote PHEVs in the pacific northwest and midwest.
Recently CalCars has begun working to perfect various '''[[#Hybrid-Pack Method]]''' techniques to remedy the [[State Of Charge Manipulation#Charge Limit Conundrum|CCL Conundrum]].

At this time there are two common conversion methods for the Prius.
The '''[[#Original CalCars Method]]''' used in Rons [[PriusPlus History]], [[EDrive]], and [[Hybrids-Plus]] conversions replace the stock battery with a new [[Battery Pack Configurations#Simple|simple string]].
The second '''[[#Hybrid-Pack Method]]''' is used in the new [[PriusPlus]], [[PiPrius]], and believed to be used by the [[Hymotion]] conversions.
This second method should be easily adapted from the '04+ [[Toyota Prius|Prius]] to the ''Classic'' '00-'03 Prius, [[Ford Escape Hybrid|Escape]], and other [[Hybrid]]s as they use a [[Battery_Pack_Configurations#Hybrid|hybrid battery pack configuration]] which uses both a new simple string and the original stock batteries.
Both types, of course, use a [[Battery Chargers]] to recharge from the grid.
Toyota has stated that such a conversions will adversely affect your [[Warranty]].

The [[Prius PHEV TechInfo]] page has a lot of technical information on the Prius which may be useful when designing a PHEV conversion.
See the [[Template:Terms|Terms]] page is you aren't familiar with some of the acronyms used through the documentation.
Also be aware of the [[Template:Disclaimer|Disclaimer]] should you be considering a conversion yourself.
This [http://www.airlabcorp.com/Prius/priusdisman.pdf PriusDisMan.pdf] <ref>[[Media:Priusdisman.pdf]] from http://www.airlabcorp.com/Prius/priusdisman.pdf</ref> might be handy for its dismantle and safety warnings''

==Prius Conversions Chronology==
For a more detailed chronology of Prius conversions, including pictures, locations and contact information of the owners, see [http://www.calcars.org/where-phevs-are.html where-phevs-are] at calcars.org.
# Fall 2004 - CalCars [[PriusPlus History|PRIUS+/Ron Gremban]] by [[User:Rgremban|Ron Gremban]], [[EDrive|EnergyCS]] and CalCars team
# Mar. 2005 - [[EDrive|EnergyCS]] by Greg Hanssen, Pete Nortman and team
# May 2005 - Energy CS/Clean-Tech by [[EDrive|EnergyCS]]
# Sept. 2005 - Amberjac Projects Ltd UK, by [[EDrive|EnergyCS]]/[[Amberjac]]
# Feb. 2006 - [[Hymotion]] by Hymotion
# Mar. 2006 - Electro Energy by CalCars and [http://www.electroenergyinc.com/ Electro Energy]
# Mar. 2006 - South Coast Air Quality Management District by [[EDrive|EnergyCS]]
# Apr. 2006 - CalCars/Felix Kramer by [[EDrive|EnergyCS]]
# Apr. 2006 - Sacramento Municipal Utility District by [[EDrive|EnergyCS]]
# Apr. 22-24 - [[User:Rjf|Ryan Fulcher]] of the [[SEVA:|Seattle EVA]] by CalCars and the [[Inaugural Maker Faire|Maker Faire team]]
# May 2006 - City of Santa Monica by [[EDrive|EnergyCS]], (Los Angeles County, contact rick.sikes [at] smgov.net)
# July 2006 - Pacific Gas & Electric/Bay Area Air Quality Management District by [[EDrive|EnergyCS]], (San Francisco County, contact sxtg [at] pge.com
# Aug. 2006 - Hourcar by [[Hymotion]], (Twin Cities, MN, contact info@hourcar.org)
# Aug. 2006 - Southern California Edison by [[EDrive|EnergyCS]], (Los Angeles County)
# Aug. 2006 - South Coast Air Quality Management District #2, by [[EDrive|EnergyCS]] (Los Angeles County)
# Sept. 2006 - Hybrids-Plus by [[Hybrids-Plus]], (Boulder, CO, contact info@hybrids-plus.com)
# Sept. 2006 - Manitoba Hydro by [[EDrive|EnergyCS]], (Winnipeg, Manitoba)
# Sept. 2006 - Veridian Corp. by [[Hymotion]], (Ajax, Ontario, contact dhillsmilligan [at] veridian.on.ca)
# Oct. 2006 - Chelan County (WA) [http://www.ncwctc.com/205.html Advanced Vehicle Initiative]'s "[[WhiteBird]]" was converted with the second [[PiPrius]] kit, (Contact Ron Johnston-Rodriguez: info [at] plugincenter.com or (509) 663-5159)
# Nov. 2006 - Todd Dore of the [http://www.fveaa.org/ Fox Valley EAA chapter], Prius [[GrayPearl]] was converted with the third [[PiPrius]] kit.
# Nov. 2006 - CalCars new [[PriusPlus]] conversion of Sven Thesen's 2005 Prius
# Jan. 2007 - [[User:JimFell|Jim Fell]], Peterborough, England PFC40 conversion with 56 x 90ah Thundersky cells named [[FellUK]].

CalCars also keeps a [http://www.calcars.org/where-phevs-are.html list of all PHEV conversions] (mainly but not only Prius) completed since CalCars' first one in November 2004. Chris Ewert has generously volunteered to collect and organize these lists. Please send him information in the format shown here:

OWNER/SPONSOR Name and URL by CONVERTER, MONTH/YEAR, CITY/COUNTY/STATE, contact email address (if the contact wants an anti-spam email address like info [at] name.com, please indicate that, or if the contact wants to be unlisted but is still willing to provide that info to CalCars (you won't regret it), please send it with that notation. Send corrections and updates to chris [at] infolaunch.com (Chris Ewart).

* http://www.autobeyours.com/PHEV.htm - Steves salvaged "imwoody36 special" PHEVs Prii conversion!
* http://www.google.com/search?q=DUAL+PWR-PHEV
** mrbighrc2k writes ''On December 11, 2006 I presented to this forum the final conversion of my 2004 Prius to a PHEV nicknamed "DUAL PWR-PHEV" in Long Island, New York by a private enthusiast individual with no commercial gains and overlooked by the fellows of CalCars in their chronological events page. Information of the event was posted on our local NY-LIPOG website including a Power Point presentation of the principles of electrical operation of this conversion and at that moment "DUAL PWR-PHEV" was the 22th USA private conversion made''

==Original CalCars Method==
Further development of the Original CalCars method has been postponed to check-out the [[#Hybrid-Pack Method]]:
{|
| valign=top |
This method exploits the [[State Of Charge Drift]] portion of the vehicles battery management routines in order to accomplish [[State Of Charge Manipulation]] with the use of a [[Battery Tap Emulator]]. The result is the ability to effectively change the target [[SOC]] from the normal 3/4 to 1/4 which is more useful for [[PHEV]] applications. The [[Prius EV Mode]] is also utilized to further enhance the use of the additional electric energy provided by a larger [[Prius PHEV Battery Options-CalCars]]. A [[CAN]] device is required to acts as a [[Prius PHEV User Interfaces|Prius PHEV User Interface]] and management device. Such hardware/software will need to follow logic similar to that laid out by [[Prius PHEV Pseudo Code]]. Ron's first [[PriusPlus]] conversion used early proprietary [[EDrive]] technology. Later conversions will use [http://www.hybridinterfaces.ca hybridinterfaces] [[CAN-View]] Scantool which is currently available only for 2004 and 2005 Prius. You can take a looks at [[Prius PHEV Photos]] which are available to help visualize parts of the conversion process.
| valign=top |
<center>'''[[Prius PHEV Schematics-CalCars]] are Dormant.'''</center>
{{PriusPlus Schematics Small}}
|}

==Hybrid-Pack Method==
The Hybrid-Pack method:

<strike>As of yet unimplemented except</strike> perhaps by [[Hymotion]], until we know more, see [[Battery Pack Configurations#Hybrid]] for the core ideas surrounding this method or [[Prius PHEV Battery Options]] for more specific battery information. CalCars is now working towards implementing this type of configuration in three Prii with much success thus far. Stay tuned...

===Contactor Based===
Ron is refining a contactor and resistor based setup in his car.
* [[Prius PHEV Battery Options#Contactor Based]]
* [[State Of Charge Manipulation#Contactor Based]]
* [[Prius PHEV Schematics#Contactor Based]]
* Documents from 2004 with information and considerations regarding various configurations.
** http://www.forsites.com/CalCars/EAA-PHEV/PriusPlusConfigurations040817rdg.pdf
** http://www.forsites.com/CalCars/EAA-PHEV/PriusPlusConfigurations040817rdg.xls
* '''Good news: a hybrid-battery solution to the CCL conundrum''' Ron Gremban - [[EAA-PHEV_Maillist:2006./5./5]] & [http://autos.groups.yahoo.com/group/eaa-phev/message/187 Y:187]

===PFC Based===
'''Rich Rudman of [http://www.manzanitamicro.com manzanitamicro], and [[User:Rjf|Ryan]]''' are working on an implementation using an upgraded PFC-30 as a DC-DC converter and charger, and Rich is hoping to develop and offer conversion kits.

'''See [[PiPrius]] for more details.'''
* [[Prius PHEV Battery Options#PFC Based]]
* [[State Of Charge Manipulation#PFC Based]]
* [[Prius PHEV Schematics#PFC Based]]

'''Electro Energy''' has successfully demonstrated a PFC based setup with [[SEVA:Ni|NiMH]] during CalCars trip to DC.
* 2006.05.26 - financialnewsusa.com - [http://www.financialnewsusa.com/release.php?rlsid=5262 Electro Energy Participates in Plug-In Hybrid Vehicle Demonstration in Washington, D.C. and Power Air Lists on Frankfurt Stock Exchange]

==References==
<references/>

==Kits and Conversions==
===[[Template:Prius PHEV Options Summary]]===
{{Prius PHEV Options Summary}}
===[[Template:PHEV Consumer Options]]===
{{PHEV Consumer Options}}
===[[Template:Prius PHEV Options]]===
{{Prius PHEV Options}}

{{Maillist Archives}}

{{Disclaimer}}

[[Category:PHEV]]
[[Category:Prius]]
[[Category:Prius PHEV]]

Prius PHEV TechInfo

2007-01-23T23:52:31Z

Rgremban: Fine tuned description of Battery ECU

{{TOCright}}

Technical information on the [[Toyota Prius|Prius]] useful when designing a [[Prius PHEV]] conversion.

==Original generation==
This is the original 4-door sedan:
*1997 Japan only release, chassis NHW10 (Gen 1)
*2000 worldwide release, chassis NHW11 (Sometimes also called Gen 1, sometimes Gen 2)

==Present generation==
This is the 5-door hatchback, sometimes called Gen 2, sometimes called Gen 3:
*2003 worldwide release, chassis NHW20.

===Traction battery===

====Functions====

The traction battery includes a Battery ECU (Electronic Control Unit). As the Battery Management System (BMS), this unit does the following:
* It calculates the battery's SOC by integrating the current ("Coulomb counting"). This value is corrected for drift, self-discharge when the vehicle is not running, etc, by skewing the SOC upward when the open circuit battery voltage surpasses approx. 242V, and, presumably, by skewing it downward when the open circuit voltage is below an as-yet-unmeasured value.
* It reads the pack temperature using 3 thermistors, and the air intake temperature with a 4th thermistor
* It controls its cooling fan (variable speed).
* It calculates the battery dynamic resistance (delta voltage over delta current). This resistance increases with battery aging.
* It protects the battery by limiting its current (even down to 0), if the SOC or temperature are at their limits, or the dynamic resistance is too high, or if it detects a fault.
* It broadcasts to the rest of the vehicle, through the CAN bus, the following data:
** Voltage
** Current (positive for discharge, negative for charge)
** Minimum & maximum temperature
** Maximum current it's able to provide (Discharge Current Limit, or DCL)
** Maximum current it's able to accept (Charge Current Limit, or CCL)
** State Of Charge (SOC)
** Any fault codes (DTCs)

====Battery voltage====
[[Image:Prius-Pack_Voltage_vs_temperature.gif|thumb||right|Voltage vs State Of Charge at various temperatures]]
[[Image:Prius-Pack_Voltage_vs_Current.gif|thumb|right|Voltage vs State Of Charge at various discharge currents]]

If you replace the stock battery, you need to know its voltage, because that's what the vehicle expects. If you add a pack to the stock battery, you need to know its voltage, in order to connect the two together, somehow.

The nominal pack voltage is: 168 cells x 1.2 V = 201.6 V

The pack voltage depends on SOC, temperature and current.
* The voltage depends on State of Charge and on temperature. It is affected by cold, but not much by heat; so, for temperatures abiove 20 C, use the 20 C curve.
* The voltage depends on State of Charge and on discharge current. The voltage is not affected by low currents; so, for current below 1.3 A, use the 1.3 A curve.
* The maximum charge voltage is 1.8 V / cell.

{|align="left" border="1"
| colspan=4 | Therefore, roughly, the estimate pack voltage range is:
|-
||
||Max brake
||No current
||Max drive
|-
||>=20 C, 0% DOD
||302 V
||237 V
||168 V
|-
||-10 C, 80 % DOD
||302 V
||160 V
||126 V
|}

{|align="right" border="1"
| colspan=3 | So, the estimated overall voltage range is:
|-
||Min
||Nom
||Max
|-
||126 V
||202 V
||302 V
|}

{{Clear}}

Though, [http://www.hybridinterfaces.ca/ Hybrid Interfaces] reports a range of 165 to 270V, while Toyota specifies a normal range of 150 to 300 V (in READY mode) (Ref: "\Repair Manual\04priusf\05\21bpm\cidlitac.pdf").

See also [[Toyota Prius Battery Specs]]

====AC components in battery voltage====

When the system relays are off, the battery floats with respect to the car chassis.

When the system relays are engaged, there is a common AC voltage between the battery terminals and the chassis. Its frequency is 5 KHz. When the engine is charging, its amplitude is 90 Vpp and its shape is a square wave. In EV drive, its amplitude is 100 Vpp and its shape is a combination of 2 square waves, each at 5 KHz, but not synchronized, so that one drifts with respect to the other one. The differential mode voltage is 200 Vdc (or course) plus noise spikes at the edges of the common mode wave, on the order of 10 Vpp.

A PHEV conversion must deal with this significant common noise.

====Reconnecting traction battery====
* While working on the High Voltage section, remove the orange Service Plug on left end of the battery pack
* If you turn on the car while the orange Service Plug is removed, or the Battery ECU is disconnected, the Prius will generate a fault code (DTC) and light-up the /!\ ''(Red Exclamation in a Triangle)'' symbol on the dashboard, and show a car with an Exclamation point in it on the Multi-Function Display ([[MFD]]).
* To end the fault display
** Turn off the car
** Reconnect whatever is disconnected
** Turn on the car
** Drive
** Turn off the car
* Now the DTC is still stored, but at least there is no fault display on the dashboard.

====Resetting after reconnecting the 12 V battery====
After reconnecting the 12 V battery, you must calibrate the "Auto" function of the driver's window. If you don't do this, you can't open or close the window all the way with the Auto switch.
* Open window half-way
* Pull and hold window switch up until window is all the way up, and hold an additional 1 second or more

====Cabling to traction battery====
[[Image:Prius-harness_to_traction_battery.gif|right|Harness to the battery]]
The harness to the traction battery has 3 tails, each with a connector
* To Battery ECU - power, communication, fan control
* To the orange Service Plug - to detect if the Service Plug is fully plugged-in
* To the System Relays - to drive the relays that connect the traction battery to the inverter

[[Image:Prius-Battery_ECU-Pin-out.gif|right|thumb|Pin-out of connector on Battery ECU]]
'''Battery ECU (electronic Control Unit)''' 
Pinout:
* POWER
** Gnd - to chassis
** AM - 12 V, always on, for memory retention
** IGCT - 12 V when the car is in the "READY" mode
** IG - 12 V when ignition is on
* COMMUNICATIONS
** CANH - CAN bus High
** CANL - CAN bus Low
* BLOWER
** VM - monitors fan voltage, 2 to 12 V
** SI - variable duty cycle (PWM) square wave to control fan speed
** FCTL1 - drives the relay which in turn powers the fan

'''Service Plug sensor.''' 
Two pins. Shorted when the Service Plug is fully plugged-in

'''System Relays''' 
Four pins:
* Common
* System relay 1 (precharge resistor)
* System relay 2 (traction pack +, bypassing precharge resistor)
* System relay 3 (traction pack -)

===CAN bus===
If the conversion will replace the stock Battery ECU, it must talk directly with the vehicle CAN bus.

* [http://www.kvaser.com/can/protocol/index.htm Kvaser] has a simple explanation of the CAN bus.
* [http://en.wikipedia.org/wiki/CAN_bus wikipedia article on the CAN bus]

====CAN Tools====
* [[CAN-View]] - uses the vehicle's MFD (Multi Function Display). V1, V2, and V3 are only compatible with the 2004 and 2005 Prius. A new V4 will be compatible with the 2006+ Prius and perhaps other hybrid models.

* A generic adapter between the CAN-bus and a PC. It is convenient to use a USB port, though the serial or parallel or Ethernet port may be used as well. Examples of USB adapters:
** [http://www.peak-system.com/db/gb/pcanusb_gb.html Peak's PCAN-USB] also sold as the [http://www.c-a-n.com/canusb.html?source=goog&kw=can+usb&gclid=CJLw2ZGH-IUCFQmMCwodIHRbtw GridConnect's GC-CAN-USB]
*** Note: disconnecting this product's USB cable seems to create significant problems for Windows XP (immediate shut-down, or even the "blue screen of death"). You must use the system tray's "Remove hardware" icon first.
** [http://www.grifo.com/VARIE/Candip/uk_canUSB.htm Grifo's CANUSB]
** [http://www.systec-electronic.com/html/index.pl/en_product_usb_canmodul Systec's USB-CANmodul]
** [http://www.can232.com/ CAN232] is a CAN to RS232 device used by [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass] with his early [[Prius PHEV User Interfaces#My CAN Project|My CAN Project]].
** The '''CAN-View''' should not be confused with this [http://www.rmcan.com/index.php?id=61&L=1 CANview] product (notice no dash in the name), which is a CAN to RS232 device.

* These adapters have a DE-9 DSUB connector, so you'll also need an adapter to the Prius' OBD connector. For example:
** [http://www.c-a-n.com/gc-can-cab-odb2.html GridConnect's CAN to OBD2 Cable]
* The Prius' OBD (On Board Diagnostics) connector is located under the dashboard, below and to the right of the steering wheel, facing down. A.k.a.: Data Link Connector 3 (DLC3)
*Alternatively, tap into the CAN bus directly. Use a short cable to the CAN adapter.
** CANH - black wire
** CANL - white wire
** GND - chassis

====CAN bus protocol====

* The CAN bus is active only when the vehicle is in READY mode, and for a few seconds after the end of the READY mode.
* baud rate: 500 kbits/s (if you use the wrong rate, the vehicle will complain and store a DTC fault until the DTC codes are cleared)
* Standard: CAN 2.0A ("standard CAN", 11-bit identifier)
* Remote frames: not used
** this means all the data are volunteered and none are requested; that is, that every component on the vehicle broadcasts its data periodically; no component puts out requests for data

====Battery ECU messages====
The Battery ECU (Electronic Control Unit) broadcasts messages to the rest of the vehicle through the CAN bus.

It appears that broadcasting those messages is all the Battery ECU is expected to do. It appears that this ECU only needs to talk, and doesn't need to listen. That is, it doesn't appear that it is expected to do anything about any messages that are placed on the bus by other devices.

The battery ECU is able to protect itself by stating the maximum current it may accept or may provide. It may also protect itself by generating a Fault Code (DTC). In either case, the battery module is at the mercy of the rest of the vehicle to respect those requests and not draw or source too much current.

(Thanks to [http://www.vassfamily.net/ Attila Vass] for pointing to the right [http://www.vassfamily.net/ToyotaPrius/CAN/PriusCodes.xls codes]). Thanks to Jim Fell for coming up with the checksum algorithm first.

The following data were seen in a 2006 Prius.

The Battery ECU (Electronic Control Unit) broadcasts the following messages. In this table, numbers in parentesis (#) refer to the notes just below the table.

{| cellspacing=0 cellpadding=3 border=1
|-
|'''ID (hex)'''
|'''Period [ms] [[#1 | (1)]]'''
|'''No of data bytes'''
|'''byte 0'''
|'''byte 1'''
|'''byte 2'''
|'''byte 3'''
|'''byte 4'''
|'''byte 5'''
|'''byte 6'''
|'''byte 7'''

|-
|03Bh
|8
|5
|colspan=2 | Current [[#2 | (2)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|3C9h
|100
|8
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|ChkSum[[#4 | (4)]]

|-
|3CBh
|100
|7
|CDL [[#5 | (5)]]
|CCL [[#6 | (6)]]
|ΔSOC? [[#11 | (11)]]
|SOC [[#7 | (7)]]
|temp1 [[#8 | (8)]]
|temp2 [[#9 | (9)]]
|ChkSum[[#4 | (4)]]
| bgcolor="gray" |

|-
|3CDh
|100
|5
|colspan=2 |fault code [[#10 | (10)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|4D1h
|1060
|8
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]

|}

Notes:
*h = hex value; d = decimal value; b = binary value;
* A.V.: Attila Vaas ([http://www.vassfamily.net/ Attila Vass]) believes...; D'de: Davide ([[Hybrids-Plus]]) believes...
 
1) How often this message is repeated
 
2) Pack current: 12-bit, signed (>0 = discharge, <0 = charge) [0.1 A], -256 to 254 A. Examples:
* 0F80h = -128d = charging at 12.8 Amps
* 0000h = 0d= no pack current
* 0080h = 128d = discharging at 12.8 Amps
3) Pack voltage: 16-bit, unsigned [V], 0 to 510 V. Note that 2 different messages have this data, though the 2 values can be off by 1 LSB. Examples:
* 00DCh = 220d = 220 Volts
* 0100h = 256d = 256 Volts
4) CheckSum: used to check for errors in the data. [[http://www.hybrids-plus.com/xls/PriusCAN_CheckSum.xls Details]] (xls)
Calculated as follows:
# Add the message ID (low byte plus high byte), the individual data bytes (other than the check-sum itself) and the number of data bytes
# Take the mod 256 of that (that is, drop the high byte)
5) Maximum discharging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CDL (Current Discharge Limit). From that and the pack voltage, the maximum dicharging power (WOUT) is calculated and reported in the Diagnostics Tool (Typically <= 21 kW). The battery reduces this value at cold temperatures (at around 5 C it is down to around 60A) and low SOC. Example:
* 69h = 105d = 105 Amps -> 21 kW @ 200 V
6) Maximum charging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CCL (Current Charge Limit). From that and the pack voltage, the maximum charging power (WIN) is calculated and reported in the Diagnostics Tool (Typically <= 25 kW). The battery reduces this value at high SOC. Example:
* 7Ah = 122d = 122 Amps -> 24.4 kW @ 200 V
7) State of Charge: 8-bit, unsigned [0.5%]. Note that if the SOC is kept constant while driving for 30 minutes, the Prius assumes that the Battery ECU is broken, and switches to engine only operation. Turning the car off and on restores normal operation. Examples:
* 4Fh = 79d = 39.5 % full (stopped, this is when the motor turns on to start charging the pack)
* 64h = 100d = 50 % full (stopped, this is when the motor turns off after charging the pack)
* B4h = 180d = 90 % full
8) A.V.: Lowest temperature reading of any sensor. 
D'de: Temperature of the air intake. 8-bit signed, [˚C]. Example:
* 18h = 26d = 26 ˚C
9) A.V.: Highest temperature reading of any sensor. 
D'de: Average temperature of the 3 sensors inside the battery. 8-bit signed, [˚C] Example:
* FEh = -2d = -2 ˚C
10) Fault Code (DTC = Diagnostic Trouble Code): 16-bit. The 2 Most Significant bits are the type of code (see below). The other 14 bits are the code. See table below for Fault codes. Examples:
* 0560h = 0000 0101 0110 0000b = DTC P0560 = No voltage at the "AM" contact
* 3056h = 0011 0000 0101 0110b = DTC P3056 = Problem with the battery current sensor
* C100h = 1100 0001 0000 0000b = DTC U0100 = No Communication with the Engine Control Module
11) Delta in State of Charge: 8-bit, unsigned [0.5%]. Difference between SOC of most charged block and SOC of least charged block. This is just a guess. Examples:
* 00h = 0d = 0 % = all block are equally charged
* 0Ah = 10d = 5 % = the most charged bloc's SOC is 5 % higher than the least charged block
12) Unknown data. (A.V.: related to release date ?)
Typical values:
D'de
* 01 2A 25 02 99 03 1F
* 01 2B 25 02 99 03 1F
* 01 2C 25 02 99 03 1F
* 01 72 25 02 99 03 1F
* 01 87 21 02 99 03 1F
* 01 D1 25 02 99 03 1F
* 01 D2 25 02 99 03 1F
* 01 D4 27 02 99 03 1F
* 03 FF 21 02 99 03 1F
* 03 FF 25 02 99 03 1F
* 03 FF 21 02 99 03 1F
* 03 FF 05 02 99 03 1F
* 03 FF 25 02 99 03 1F
* 03 FF 01 02 99 03 1F
* 03 FF 29 02 99 03 1F
* 03 FF 25 02 99 03 1F
A.V.:
* 03 FF 21 02 75 02 FA
13) Unknown, unchanging data. (A.V.: Batt -> HECU)
Typical values:
*11 00 01 02 00 00 00 00 (D'de)
*11 00 01 00 00 00 00 00 (A.V.)

It appears that the battery pack also sends the following data, though it's unclear in which messages:

{| cellspacing=0 cellpadding=3 border=1
|-
|VMF FAN VOLTAGE
|Battery blower motor voltage Min.: 0 V, Max.: 25.4 V
|Actuation condition of battery blower motor

|-
|COOLING FAN SPD
|Battery blower motor drive mode Min.: 0, Max.: 6
|Stopped: 0 Low to high speed actuation: 1 to 6

|-
|ECU CTRL MODE
|ECU control mode Min.: 0, Max.: 4
|Operating condition of HV battery

|-
|SBLW RQST
|Battery blower motor stop control request (standby blower)
|Presence of stop control request to battery

|-
|V1 to V14 BATT BLOCK
|Battery block voltage Min.: –327.68 V, Max.: 327.67 V
|Voltage variance among battery blocks

|}

====OBD-II Diagostic Trouble Codes (DTCs)====

The Battery ECU detects and reports many fault conditions.
*The Battery ECU places a Fault Code (DTC) in its message with an ID of 3CDh
*The Engine ECU receives such DTCs (from the Battery ECU and from other devices as well)
*The Engine ECU lights the Malfunction Indicator Lamp (MIL) (a.k.a. "Check Engine Lamp") on the dashboard. (In some cases it does so immediately, in some cases after it receives the same DTC twice.)

Fault codes begin with one of four letters, depending of the 2 Most Significant bits (MSb) of the hex code:

*Ltr MSBs
*P 00 Powertrain: Most faults start with this letter
*C 01 Chassis: steering, brakes, other chassis systems. Faults in the transmission control ECU or electric power steering system
*B 10 Body: Smart entry and Immobilizer malfunction. The only DTCs are B1294 and B2799
*U 11 Network: Faults in the CAN network as well as any other networks (The Hybrid Control System cannot communicate with other components on the CAN bus0

All OBD-II diagnostic codes have five digits.

The first digit in an OBD-II DTC is always a letter, narrowing the fault to one of four different sections of the on-board diagnostic system: a P for powertrain, B for body, C for chassis, or U for network. At present, no other letters are used.

The second digit will be a number; SAE-defined codes, known as generic codes, are identified by a 0 (as above), 2, or 3. Manufacturer-specific codes, which are not defined by SAE, must use a 1 for the second digit. They can mean anything within the system defined by the first digit of the DTC.

When a Prius sets a DTC, it also sets a proprietary three-digit diagnostic code that sometimes gives a bit more information. This is typically accessed with a factory scanner.

====HV Battery Diagnostic Trouble Codes (DTCs)====

The battery ECU may generate the following Fault Codes (DTCs = Diagnostic Trouble Codes).

{| cellspacing=0 cellpadding=3 border=1
|-
|'''Code (hex)'''
|'''Cause'''
|'''Note'''

|-
|P0560
|There's no voltage at the "AM" contact of the battery ECU (it should be 12 V at all times)
|(1)

|-
|P0A1F
|Battery ECU is bad (many possible symptoms)
|(2)

|-
|P0A7F
|One of the blocks in the battery pack has deteriorated: its dynamic resistance is too high
|(1)

|-
|P0A80
|The difference in voltage between 2 of the blocks in the battery pack is too high
|(1)

|-
|P0A81 P0A82 P0A85
|The fan cooling the battery pack has problems (motor voltage or expected battery temperature)
|(1)

|-
|P0A95
|Battery pack's fuse is blown (the Service Plug is still plugged in)
|(3)

|-
|P0A9B
|One of the temperature sensors in the battery pack is opened or shorted
|(1)

|-
|P0AAC
|The temperature sensors in the air intake is opened or shorted
|(1)

|-
|P30xx
|Battery block xx - 10 is weak
|(2)(4)

|-
|P3030
|One or more of the wires between the Battery ECU and the battery blocks is disconnected
|(1)

|-
|P3056
|There's a problem with the battery current sensor
|(1)

|}

Notes:
# Behavior: lets the vehicle go into the READY mode and drive normally
# Behavior: lets the vehicle go into the READY mode but limits driving to fail-safe mode
# Behavior: if the engine happened to be on at the time, the vehicle remains in the READY mode and continues driving with just the engine; if the engine happened to be off at the time, without a battery it can't be started, so the vehicle turns off the READY mode and stops
# There are 14 blocks in the battery pack (1 through 14); the last 2 digits of the code are the equal to the number of the bad block plus 10; so, if block 1 is bad, the code is P3011, if block 12 is bad, the code is P3022

===Causes for errors===
The Prius doesn't like the following:
* Telling the car that the SOC is a fixed value for 30 minutes straight
** A fault is generated, car stops using the battery and keeps on running on just the engine, until 12 V battery dies, then car stops.
** Just restart the car, and all will be fine.
* Telling the car that the battery voltage is much higher than it really is (say, the battery is 170 V, but you tell it it's 200 V)
** A fault is generated, car dies
** Clear the faults, tell it the right voltage, and all will be fine
* Telling the car that the battery is at 100 % SOC
** Engine races all the time
** Tell it at most 80 % SOC (though doing so at start-up causes the engine to run continuously, not just 10-20 seconds; instead, start by telling it that the SOC is 70 %, then go up to 80 %)

===MFD (Multi Function Display)===

====State Of Charge display====
In the Energy screen, the state of charge of the battery is shown with 8 bars. The following graph shows the relationship between the SOC reported by the battery ECU and the number of bars shown. There is a hysteresis of 2.5 % (usually), and filtering with a time constant of about 15 seconds (just on the display - the HEV ECU reacts immediately to changes in SOC).
:[[Image:StateOfChargeBars.gif]]
::''More SOC images available at [[Toyota Prius Battery Specs]].''

==Limit to continuous EV operation==
The Prius relies on the engine running for distribution of lubricant oil on the gears of the CTV (Continuously Variable Transmission). As its stock EV-only operation is limited to at most a couple of miles, after which the engine must run, it ensures that lubrication happens on a regular basis. Which leads to concerns that in a plug-in converted Prius, the larger battery allows longer EV-only operation, without lubrication. Implying that therefore, a plug-in conversion must ensure that it causes the Prius to restart the engine every few miles, then return to EV operation.

However upon further examination it should be noted that in EV-only mode all motive torque is provided by MG2 and thus not transmitted through the CVT or ''PSD (Power Split Device)'' which might more accurately be referred to as a [http://groups.yahoo.com/group/Prius_Technical_Stuff/message/15705 TSD (Torque Split Device)]. There was a related thread implying that lubrication, while not actively circulated without the ICE running, is still present yet not as critical during EV-only mode. A number of converted PHEV Prius are operating in EV-only mode for extended distances of 10 to 30 or more miles without any adverse effects to the CVT, but we will be sure to update this section should that change in the future.

{{Disclaimer}}

[[Category:PHEV]]
[[Category:Prius]]
[[Category:Prius PHEV]]
[[Category:Hybrids-Plus]]

Escape PHEV TechInfo

2007-01-15T00:16:20Z

Rgremban: /* Specs */

{{TOCright}}

Technical information on the [[Ford_Escape_Hybrid | Ford Escape]] useful when designing a [[Escape PHEV]] conversion.

Unless otherwise noted, everything refers to a 2007 year model, belonging to [http://hybrids-plus.com/ Hybrids Plus].

=Traction battery=

==Specs==
* Cells:
** 250 Sanyo NiMH 'D' cells
** 300 V nominal @ 1.2V/cell (Ford says 330V)
** 5.5 Ah
* Electronics:
** controller
** DC-DC converter to charge traction battery from 12 V battery ("Jump Start")
** Contactors and pre-charge relay / resistor
** Current sensor
** Blowers
* Connectors:
** 12 V power and control (40 circuits)
** HV (4 circuits)
** AC/DC (2 circuits, unused)

==Removal==

From the hatch opening:
* Remove the carpet in the hatch compartment floor, to reveal the battery
* Turn the orange safety plug from LOCK to UNLOCK and pull it out
* Remove the black plastic air coupling on the rear-left
* Remove the bolts on either side of the battery (3 bolts on each side)
* Lift the bottom of the rear-right passenger seat and move it forward
* List the strip of carpet to reveal the metal cover over the high voltage cables
* Remove the 2 (not 3) nuts holding the black metal cover
* Flip the seat forward to see the other end of the black metal cover
* Remove the 2 bolts holding the other end of the black metal cover to the battery
* Disconnect the battery:
** From the rear right seat, remove the orange HV connector on the right (flip the lever)
** From the rear left seat, remove the big black signal connector on the left (unbolts with a 10 mm socket wrench)
** From the rear left seat, remove the small connector next to the signal connector (snaps)
* Remove the battery
** Remove the 6 bolts, 3 on each side of the battery, bolting it to the floor (1/2" socket)
** Hook an engine hoist to the two round holes in the black metal on either side of the battery
** Hoist the battery out of the car

<gallery>
Image:batterypack-out.jpg|Battery pack lifted out of vehicle
Image:trunk-sans-battery.jpg|Trunk after the battery was removed
</gallery>

To open the battery:
* You need a #35 security Torx driver, and a #35 Torx driver
* Remove all the screws in the 2 top covers:
** Cover over the fans
** Cover over the batteries and electronics

<gallery>
Image:batterypack-open1.jpg|Battery pack opened, rear view
Image:batterypack-open2.jpg|Battery pack opened, front view
</gallery>

==Component locations==
[[Image:batterypack_locations.jpg|thumb|Component locations]]

The battery includes (as seen when in the vehicle):
*Air blowers in the rear compartment
*NiMH cells in the center
**2 layers of cells
**each layer in a left and right group
**each group has 13 columns of 5 cells in series
**total: 2 * 2 * 13 * 5 = 260 cells
**pack voltage: 1.3 V * 260 = 338 V
*controller on the right side
*contactors and HV connector on the right-front corner
*safety plug on the left-right corner
*the Converter on the left side

==Block diagram==
[[Image:battery_block_diag.gif|thumb||right|Block diagram of battery]]
This block diagram shows the main components of the battery pack, and how they interface to the vehicle

*The NiMH cells store energy
*The battery controller controls the battery pack
**It communicates with the vehicle through the CAN bus
**It monitors the air intake temperature, it controls the intake air flow and source, and it drives to DC blowers to blow air into the cells
**It monitors the cells' voltage, including in intermediate points of the pack ("taps")
**...
*The DC-DC converter receives power from the 12 V battery and boosts it up to 300 V, to charge the traction battery when it's dead and the user presses the Jump Start button (by the driver's left foot)
*The Safety Disconnects opens the pack mid-voltage
*The HV Output section
** It has a connector with 2 high-current contacts to connect the battery voltage to the vehicle
** It has a pair of wires to determine if that connector is connected or not
** It has contactors (high power relays) to connect or isolate the pack voltage
*The blower compartment has 2 DC blowers to blow air into the cells

==Wiring diagram==
[[Image:battery_wiring_diag.gif|thumb||right|Wiring diagram of battery.]]
This wiring diagram shows how the components of the battery pack are wired together.

*High voltage wires are red.
*Connectors are marked with their color and the number of positions
*Sets of wires are shown together. The slash at one end indicates the number of wires
*The function of sets of wires is shown above the wire
*The wire colors are shown below the set of wires
*Shaded squares indicate that wires are bundled together
*The orientation of the components is shown as seen when looking from the hatch

This reverse engineering drawing is not guaranteed to be accurate and is offered as-is. Please direct corrections to [[User:DavideAndrea|DavideAndrea]].

==Connectors==
[[Image:batterypack-data-conn.jpg|thumb||right|AC/DC connector (left) & Control connector (right)]]

The battery has 3 connectors, with a total of 34 wires:
* C4227A - 28 wires - control
* C4227B - 2 wires - low power HV to the AC/DC converter
* C4227C - 4 wires - traction HV, interlock signals

===AC/DC converter connector: C4227B===
[[Image:acdc_connector_cable.gif]]
[[Image:acdc_connector_battery.gif]]

Pin-out. Looking into cable (left) and looking into battery (right)

The AC/DC converter connector has 2 circuits, with the following names and functions.

{| cellspacing=0 cellpadding=3 border=1
|-
| '''Group'''
| '''Ckt'''
| '''Pin(s)'''
| '''Ext. color'''
| '''Int. color'''
| '''Name'''
| '''Function'''
| '''Notes'''
|

|-
|rowspan=2| AC/DC converter in
| 3000
| 1
| Vio
| Red
| AC/DC in+
|rowspan=2| To connect a 115 Vac charger for the traction battery?
|rowspan=2| Ends in hood, by coolant tanks, unconnected and capped
|bgcolor="red" | ??

|-
| 3001
| 1
| VioOrg
| Blk
| AC/DC in-
|bgcolor="red" | ??

|}

This connector is on one end of a cable. The other end of the is cable capped, under the hood, on the right, in front of the 2 coolant tanks, fastened to its own harness.

I don't know what is supposed to go in it: some option? I don't know if this is an input or an output. The name (A/C converter), the fact that inside the traction battery the wires are black and red, and the relatively small size of the wires in the cable outside the battery, suggest that it's for a high-voltage, low current, traction battery charger. Maybe Ford provides a box, with just a bridge rectifier, 115 Vac in and 180 Vdc out, to charge the traction battery from the wall. D'de

===Control connector: C4227A===
[[Image:control_connector_cable.gif]]
[[Image:control_connector_battery.gif]]

Pin-out. Looking into cable (left) and looking into battery (right)

The big control connector has 24 circuits, with the following names and functions.

{| cellspacing=0 cellpadding=3 border=1
|-
| '''Group'''
| '''Ckt'''
| '''Pin(s)'''
| '''Ext. color'''
| '''Int. color'''
| '''Name'''
| '''Function'''
| '''Notes'''
|

|-
|rowspan=6| 12V pwr
| 57
| 35,36,37
| LtgrnBlk
| Blk
| Ground
| Power ground
|
|bgcolor="green" | OK

|-
| 570
| 30,31
| BlkWht
| BlkWht
| Ground
| Signal ground
|
|bgcolor="green" | OK

|-
| 3800
| 4,5,6
| LtgrnBlk
| Red
| +12 V
| Power +12V
| Always on
|bgcolor="green" | OK

|-
| 16
| 10,11
| +12 V
| RedLtgrn
| RedBlu
| Low power +12V
| Always on
|bgcolor="green" | OK

|-
| 3206
| 19
| LtgrnYel
| TanRed
| Voltage supplied in Start and Run
| Receives 12 V when the ignition switch is in either the On or Start positions (even if engine is not running)
| From the ignition switch. Overload protected
|bgcolor="green" | OK

|-
| 3997
| 14
| Dkgrn
| Tan
| Power sustain relay out
| Receives 12 V when the ignition switch is in either the On or Start positions (even if engine is not running) and for 2 seconds after the ignition is turned off
| Fed by the Powertrain Control Module's Power Relay, located in the Battery Junction Box. The Powertrain Control Module is located under the hood, in the rear-center
|bgcolor="green" | OK

|-
|rowspan=8| Air intake
| 3703
| 21
| BrnWht
| BlkBrn
| Battery compartment thermistor signal
|rowspan=2| Senses air intake temperature
|rowspan=8| All are located inside the column at the rear-left corner of car, inside air intake ducts
|bgcolor="gray" | n.a.

|-
| 3704
| 25
| DkgrnWht
| WhtBlk
| Battery compartment thermistor return
|bgcolor="gray" | n.a.

|-
| 698
| 34
| Red
| RedBlu
| Mode door actuator motor +
|rowspan=2| Moves a flap controlling air flow
|bgcolor="gray" | n.a.

|-
| 699
| 26
| Org
| BlkYel
| Mode door actuator motor -
|bgcolor="gray" | n.a.

|-
| 1129
| 17
| BrnWht
| RedGRn
| Mode door actuator potentiometer +
|rowspan=3| Senses position of flap
|bgcolor="gray" | n.a.

|-
| 1130
| 20
| PnkLtgrn
| BluBlk
| Mode door actuator potentiometer wiper
|bgcolor="gray" | n.a.

|-
| 1128
| 24
| GryLtBlu
| BlkWht
| Mode door actuator potentiometer -
|bgcolor="gray" | n.a.

|-
| 698
| 34
| Red
| RedBlu
| Zone Valve
| Solenoid selecting air source
|bgcolor="gray" | n.a.

|-
|rowspan=2| CAN BUS
| 1908
| 29
| Wht
| YelRed
| High speed CAN bus +
|rowspan=2| Communicates with vehicle
|rowspan=2| See CAN section below for messages
|bgcolor="green" | OK

|-
| 1909
| 28
| Blk
| YelWht
| High speed CAN bus -
|bgcolor="green" | OK

|-
|rowspan=2| Jump start switch
| 176
| 16
| PnkLtgrn
| BrnWht
| Jump start switch feed
| When grounded, lets 12 V battery jump charge-up the traction battery a bit, through DC-DC converter in battery pack, enough to start the car
|rowspan=2| The switch is located to the left of the driver's left ankle, behind a black plastic panel
|bgcolor="green" | OK

|-
| 179
| 12
| OrgRed
| GrnBlk
| Jump start switch illumination +
| When at 12 V, it lights-up the switch
|bgcolor="green" | OK

|-
|rowspan=4| Emergency control
| 3003
| 8
| VioWht
| Tan
| Battery power off signal
| 0-12 V square wave, 50% duty cycle, generated by battery. If all OK, 2 Hz. If problem, 5 Hz?
| The Power Train Control Module is located under the hood, in the rear-center
|bgcolor="green" | OK

|-
| 877
| 7,23
| Wht
| RedBlk
| Fuel pump feed / Inertia Sw input
| Normally receives 12 V when the ignition switch is in either the On or Start positions (even if engine is not running) and for 2 seconds after the ignition is turned off; no voltage when the ignition is off, or in case a crash opens an inertia switch
| The High Voltage Cutoff switch is located in the right-rear column of the car
|bgcolor="green" | OK

|-
| 212
| 27
| Dkblu
| BlkBlu
| Immediate shutdown 1
|rowspan=2| The Transaxle Control Module tells the battery to remove power to the vehicle?
|rowspan=2| The Transaxle Control Module is under the hood, in the center, to the left of the box labeled "HYBRID"
|bgcolor="green" | OK

|-
| 213
| 13
| DkbluYel
| BlkRed
| Immediate shutdown 2
|bgcolor="green" | OK

|-
|rowspan=2| Unused
|rowspan=2| n.a.
| 18
|rowspan=2| n.a.
| TanRed
|rowspan=2| ???
|rowspan=2| ???
|rowspan=2| Connected to controller, not used in vehicle
|bgcolor="red" | ??

|-
| 32
| YelBlk
|bgcolor="red" | ??

|}

Notes
* Green OK: function is understood and confirmed
* Red ??: function is not understood, or not yet confirmed
* Gray n.a.: PHEV conversion can work without this function

===HV connector: C4227C===
[[Image:batterypack-power-conn.jpg|thumb||right|HV connector]]
[[Image:HV_connector_cable.gif]]
[[Image:HV_connector_battery.gif]]

Pin-out. Looking into cable (left) and looking into battery (right)

The HV connector has 4 circuits, with the following names and functions.

{| cellspacing=0 cellpadding=3 border=1
|-
| '''Group'''
| '''Ckt'''
| '''Pin(s)'''
| '''Ext. color'''
| '''Int. color'''
| '''Name'''
| '''Function'''
| '''Notes'''
|

|-
|rowspan=2| HV
| 3180
| +
| Org
|rowspan=2| n.a.
| HV+
|rowspan=2| Battery power
|rowspan=2| To Transaxle Control Module
|bgcolor="green" | OK

|-
| 3181
| -
| Org
| HV-
|bgcolor="green" | OK

|-
|rowspan=2| Interlock
| 3130
| 1
| Gry
| Blu
| Traction Battery Control Module Interlock +
|rowspan=2| Detects if HV connector is mated. The battery and the Transaxle Control Module both look at the voltage at these pins.
|rowspan=2| To Transaxle Control Module
|bgcolor="green" | OK

|-
| 3181
| 2
| Red
| Wht
| Traction Battery Control Module Interlock -
|bgcolor="green" | OK

|}

==Electronic Components==

<gallery>
Image:batterypack_controller.jpg|The controller
Image:batterypack_controller_open.jpg|The controller, opened. The low voltage board is at the bottom, the high voltage one at the top
Image:batterypack_converter.jpg|The Jump Start Converter
</gallery>

==Battery HVAC system==
[[Image:batterypack_airflow.jpg|thumb|Battery HVAC air flow exhaust, forced air flow, outside air intake, exhaust inside vehicle]]

[[Image:batterypack_hvac.jpg|thumb|Battery HVAC]]

The HVAC system controls the temperature of the NiMH cells in the traction battery.

Its components are located:
* in the rear-left column
* in the traction battery itself

When used in a closed loop, air flows:
* from the empty spaces in the battery pack
* out of the rear-most grille in the rear-right corner of the battery pack
* into a duct in the rear-right column of the vehicle
* up the rear duct in that colums
* through the Mode Door that controls the air flow (unconfirmed)
* through the Zone Valve that selects the air source (unconfirmed)
* forward through a heat exchanger
* down the front duct
* out of the rear-right column
* into the front-most grille in the rear-right corner of the battery pack
* into the battery pack
* into 2 ducts, one for each blower
* into 2 blowers, one for each duct
* into each set of cells (left set for left blower, right for right)
* through the cells and into the empty spaces in the battery pack
* completing the cycle

The heat exchanger is either chilled by the vehicle's air conditioning system, or heated by the vehicle's engine coolant

When using outside air:
* air is taken from a vent in the rear-right window
* down a duct
* flows through an air filter
* through the Mode Door
* into the heat exchanger
* then following the same path as above
Now that extra air has been taken into the system, air has to be let out of it
* air from the pack flows into the rear duct
* the Zone Valve opens, letting out air from the rear duct into the open space in rear-right column
* from there, air flows into the rear storage area

To monitor the temperature, thermistors are placed:
* 1 in the rear-right ducts
* 2 by the blowers, one for each blower
* 2 in the left block of cells, 2 in the right block (unconfirmed)

To control the air flow and temperature:
* the blower's speed is variable
* the Mode Door's position is continuously variable from closed to fully open
* the Zone Valve selects the air source

==CAN bus messages==
The battery communicates to the rest of the vehicle through the CAN bus.
The

* [http://www.kvaser.com/can/protocol/index.htm Kvaser] has a simple explanation of the CAN bus.
* [http://en.wikipedia.org/wiki/CAN_bus wikipedia article on the CAN bus]

===CAN Tools===
* A generic adapter between the CAN-bus and a PC. It is convenient to use a USB port, though the serial or parallel or Ethernet port may be used as well. Examples of USB adapters:
** [http://www.peak-system.com/db/gb/pcanusb_gb.html Peak's PCAN-USB] also sold as the [http://www.c-a-n.com/canusb.html?source=goog&kw=can+usb&gclid=CJLw2ZGH-IUCFQmMCwodIHRbtw GridConnect's GC-CAN-USB]
*** Note: disconnecting this product's USB cable seems to create significant problems for Windows XP (immediate shut-down, or even the "blue screen of death"). You must use the system tray's "Remove hardware" icon first.
** [http://www.grifo.com/VARIE/Candip/uk_canUSB.htm Grifo's CANUSB]
** [http://www.systec-electronic.com/html/index.pl/en_product_usb_canmodul Systec's USB-CANmodul]
** [http://www.can232.com/ CAN232] is a CAN to RS232 device used by [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass] with his early [[Prius PHEV User Interfaces#My CAN Project|My CAN Project]].
** The '''CAN-View''' should not be confused with this [http://www.rmcan.com/index.php?id=61&L=1 CANview] product (notice no dash in the name), which is a CAN to RS232 device.

* These adapters have a DE-9 DSUB connector, so you'll also need an adapter to the Prius' OBD connector. For example:
** [http://www.c-a-n.com/gc-can-cab-odb2.html GridConnect's CAN to OBD2 Cable]
* The Prius' OBD (On Board Diagnostics) connector is located under the dashboard, below and to the right of the steering wheel, facing down. A.k.a.: Data Link Connector 3 (DLC3)
*Alternatively, tap into the CAN bus directly. Use a short cable to the CAN adapter.
** CAN -: black wire
** CAN +: white wire
** GND - chassis

===CAN bus protocol===

* The CAN bus is active only when the vehicle is in on (Start or Run position of the ignition key), and for a few seconds after the vehicle is turned off.
* baud rate: 500 kbits/s (if you use the wrong rate, the vehicle will complain and store a DTC fault until the DTC codes are cleared)
* Standard: CAN 2.0A ("standard CAN", 11-bit identifier)
* Remote frames: not used
** this means all the data are volunteered and none are requested; that is, that every component on the vehicle broadcasts its data periodically; no component puts out requests for data

===CAN bus messages===
The CAN bus has only 24 messages.

This screen capture was taken with the ignition on On, engine off, on Hybrids Plus' Escape.

[[Image:AllCanMessages.gif | All the messages on the CAN bus]]

[http://hybrids-plus.com/pmwiki/uploads/Ext/EscapeCanMessages.xls Spreadsheet with all messages]

===Battery CAN messages===

These are the messages generated by the battery.

The Battery ECU (Electronic Control Unit) broadcasts the following messages. In this table, numbers in parenthesis (#) refer to the notes just below the table. Names in parenthesis are hunches.

{| cellspacing=0 cellpadding=3 border=1
|-
|'''ID (hex)'''
|'''Period [ms] [[#1 | (1)]]'''
|'''No of data bytes'''
|'''byte 0'''
|'''byte 1'''
|'''byte 2'''
|'''byte 3'''
|'''byte 4'''
|'''byte 5'''
|'''byte 6'''
|'''byte 7'''

|-
|300h
|10
|5
|colspan=2 | Current [[#2 | (2)]]
|Voltage [[#3 | (3)]]
|Flags [[#4 | (4)]]
|00h
|colspan=3 bgcolor="gray"|

|-
|310h
|100
|7
|constant [[#7 | (7)]]
|constant [[#8 | (8)]]
|constant [[#9 | (9)]]
|constant [[#10 | (10)]]
|Temperature [[#11 | (11)]]
|(Charge Limit) [[#12 | (12)]]
|(Discharge Limit) [[#13 | (13)]]
|colspan=1 bgcolor="gray"|

|-
|320h
|100
|5
|00h
|00h
|Flags [[#15 | (15)]]
|Flags [[#16 | (16)]]
|SOC [[#17 | (17)]]
|colspan=3 bgcolor="gray"|

|}

Notes:
*h = hex value; d = decimal value; b = binary value;

 1) How often this message is repeated
 2) Battery current. Raw reading, relative to reading at 0 current (typically 0600h), positive when current is sourced out of the battery. 12 bits? Units: 25 mA. Range (if 12 bits & 25 mA): 100 A out to 35 A in. Examples (assuming that at 0 current the reading is 0600h):
* 0FC4h: 100 A out
* 0790h: 10 A out
* 0628h: 1 A out
* 0600h: 0 A
* 05D8h: 1 A in
* 0479h: 10 A in
* 0000h: 38 A in
 3) Battery voltage. Relative to 180 V. Units: V. Range seen: 312 to 366 V. Examples:
* 78h: 300 V
* 96h: 330 V
 4) Byte of flags. If the specified item is active, the bit is 1. Else, it is 0. 0 = unused or unknown bit.
{| cellspacing=0 cellpadding=3 border=1
|-
|'''bit'''
|'''7'''
|'''6'''
|'''5'''
|'''4'''
|'''3'''
|'''2'''
|'''1'''
|'''0'''

|-
|'''function'''
|0
|0
|0
|Safety plug removed
|0
|Contactors on
|Precharge relay on
|0

|}
 6) Byte of flags. If the specified item is active, the bit is 1. Else, it is 0. 0 = unused or unknown bit.
{| cellspacing=0 cellpadding=3 border=1
|-
|'''bit'''
|'''7'''
|'''6'''
|'''5'''
|'''4'''
|'''3'''
|'''2'''
|'''1'''
|'''0'''

|-
|'''function'''
|Safety plug removed
|HV connector unplugged
|0
|0
|0
|0
|0
|0

|}
 7) unknown. Always 8Ch
 8) unknown. Always 78h
 9) unknown. Always 50h
 10) unknown. Always 3Ch
 11) Pack temperature, relative to - 90C. Units: C. Insufficient data points to confirm this. Examples:
* 104 = 14 C
* 90 = 0 C
* 82 = -8 C
 12) Charge Current Limit or something related to temperature? When first turned on, this item starts at a value, then drifts down to another value and stops. Turn off, turn on, and the item restarts at the same value where it started before. The values are very similar to the Temperature values. Needs more study.
[[Image:escape_reported_vs_actual_soc.gif|thumb||right|Discharge Current Limit vs SOC]]
 13) Probably Discharge Current Limit. Units: A? Range seen: 75 to 155. Related to the actual State of Charge according to the graph on the right, and these approximate formulas: 
* SOC< 138: value = 1.57 * SOC- 70
* 138 < SOC< 157: value = 103 + 0.33 * SOC
* SOC> 157: value = 155
 15) Byte of flags. If the specified item is active, the bit is 1. Else, it is 0. 0 = unused or unknown bit.
{| cellspacing=0 cellpadding=3 border=1
|-
|'''bit'''
|'''7'''
|'''6'''
|'''5'''
|'''4'''
|'''3'''
|'''2'''
|'''1'''
|'''0'''

|-
|'''function'''
|Safety plug removed
|HV connector unplugged
|0
|0
|0
|0
|0
|0

|}
 16) Byte of flags. If the specified item is active, the bit is 1. Else, it is 0. 0 = unused or unknown bit.
{| cellspacing=0 cellpadding=3 border=1
|-
|'''bit'''
|'''7'''
|'''6'''
|'''5'''
|'''4'''
|'''3'''
|'''2'''
|'''1'''
|'''0'''

|-
|'''function'''
|0
|0
|0
|0
|0
|0
|0
|All OK: HV connector is plugged, Safety Plug is in

|}
[[Image:escape_soc_plot.gif|thumb||right|SOC vs time, parked]]
 17) State of Charge. Units: mAh. Range seen: 93 to 207 mAh. When stopped, and charging, the engine stops when the SOC level reaches DEh (111 mAh) and starts when the SOC drops to BDh (189 mAh)

{{Disclaimer}}

[[Category:PHEV]]
[[Category:Escape]]
[[Category:EscapePHEV]]
[[Category:Hybrids-Plus]]

Escape PHEV TechInfo

2007-01-15T00:15:46Z

Rgremban: /* Specs */

{{TOCright}}

Technical information on the [[Ford_Escape_Hybrid | Ford Escape]] useful when designing a [[Escape PHEV]] conversion.

Unless otherwise noted, everything refers to a 2007 year model, belonging to [http://hybrids-plus.com/ Hybrids Plus].

=Traction battery=

==Specs==
* Cells:
** 250 Sanyo NiMH cells
** 300 V nominal @ 1.2V/cell (Ford says 330V)
** 5.5 Ah
* Electronics:
** controller
** DC-DC converter to charge traction battery from 12 V battery ("Jump Start")
** Contactors and pre-charge relay / resistor
** Current sensor
** Blowers
* Connectors:
** 12 V power and control (40 circuits)
** HV (4 circuits)
** AC/DC (2 circuits, unused)

==Removal==

From the hatch opening:
* Remove the carpet in the hatch compartment floor, to reveal the battery
* Turn the orange safety plug from LOCK to UNLOCK and pull it out
* Remove the black plastic air coupling on the rear-left
* Remove the bolts on either side of the battery (3 bolts on each side)
* Lift the bottom of the rear-right passenger seat and move it forward
* List the strip of carpet to reveal the metal cover over the high voltage cables
* Remove the 2 (not 3) nuts holding the black metal cover
* Flip the seat forward to see the other end of the black metal cover
* Remove the 2 bolts holding the other end of the black metal cover to the battery
* Disconnect the battery:
** From the rear right seat, remove the orange HV connector on the right (flip the lever)
** From the rear left seat, remove the big black signal connector on the left (unbolts with a 10 mm socket wrench)
** From the rear left seat, remove the small connector next to the signal connector (snaps)
* Remove the battery
** Remove the 6 bolts, 3 on each side of the battery, bolting it to the floor (1/2" socket)
** Hook an engine hoist to the two round holes in the black metal on either side of the battery
** Hoist the battery out of the car

<gallery>
Image:batterypack-out.jpg|Battery pack lifted out of vehicle
Image:trunk-sans-battery.jpg|Trunk after the battery was removed
</gallery>

To open the battery:
* You need a #35 security Torx driver, and a #35 Torx driver
* Remove all the screws in the 2 top covers:
** Cover over the fans
** Cover over the batteries and electronics

<gallery>
Image:batterypack-open1.jpg|Battery pack opened, rear view
Image:batterypack-open2.jpg|Battery pack opened, front view
</gallery>

==Component locations==
[[Image:batterypack_locations.jpg|thumb|Component locations]]

The battery includes (as seen when in the vehicle):
*Air blowers in the rear compartment
*NiMH cells in the center
**2 layers of cells
**each layer in a left and right group
**each group has 13 columns of 5 cells in series
**total: 2 * 2 * 13 * 5 = 260 cells
**pack voltage: 1.3 V * 260 = 338 V
*controller on the right side
*contactors and HV connector on the right-front corner
*safety plug on the left-right corner
*the Converter on the left side

==Block diagram==
[[Image:battery_block_diag.gif|thumb||right|Block diagram of battery]]
This block diagram shows the main components of the battery pack, and how they interface to the vehicle

*The NiMH cells store energy
*The battery controller controls the battery pack
**It communicates with the vehicle through the CAN bus
**It monitors the air intake temperature, it controls the intake air flow and source, and it drives to DC blowers to blow air into the cells
**It monitors the cells' voltage, including in intermediate points of the pack ("taps")
**...
*The DC-DC converter receives power from the 12 V battery and boosts it up to 300 V, to charge the traction battery when it's dead and the user presses the Jump Start button (by the driver's left foot)
*The Safety Disconnects opens the pack mid-voltage
*The HV Output section
** It has a connector with 2 high-current contacts to connect the battery voltage to the vehicle
** It has a pair of wires to determine if that connector is connected or not
** It has contactors (high power relays) to connect or isolate the pack voltage
*The blower compartment has 2 DC blowers to blow air into the cells

==Wiring diagram==
[[Image:battery_wiring_diag.gif|thumb||right|Wiring diagram of battery.]]
This wiring diagram shows how the components of the battery pack are wired together.

*High voltage wires are red.
*Connectors are marked with their color and the number of positions
*Sets of wires are shown together. The slash at one end indicates the number of wires
*The function of sets of wires is shown above the wire
*The wire colors are shown below the set of wires
*Shaded squares indicate that wires are bundled together
*The orientation of the components is shown as seen when looking from the hatch

This reverse engineering drawing is not guaranteed to be accurate and is offered as-is. Please direct corrections to [[User:DavideAndrea|DavideAndrea]].

==Connectors==
[[Image:batterypack-data-conn.jpg|thumb||right|AC/DC connector (left) & Control connector (right)]]

The battery has 3 connectors, with a total of 34 wires:
* C4227A - 28 wires - control
* C4227B - 2 wires - low power HV to the AC/DC converter
* C4227C - 4 wires - traction HV, interlock signals

===AC/DC converter connector: C4227B===
[[Image:acdc_connector_cable.gif]]
[[Image:acdc_connector_battery.gif]]

Pin-out. Looking into cable (left) and looking into battery (right)

The AC/DC converter connector has 2 circuits, with the following names and functions.

{| cellspacing=0 cellpadding=3 border=1
|-
| '''Group'''
| '''Ckt'''
| '''Pin(s)'''
| '''Ext. color'''
| '''Int. color'''
| '''Name'''
| '''Function'''
| '''Notes'''
|

|-
|rowspan=2| AC/DC converter in
| 3000
| 1
| Vio
| Red
| AC/DC in+
|rowspan=2| To connect a 115 Vac charger for the traction battery?
|rowspan=2| Ends in hood, by coolant tanks, unconnected and capped
|bgcolor="red" | ??

|-
| 3001
| 1
| VioOrg
| Blk
| AC/DC in-
|bgcolor="red" | ??

|}

This connector is on one end of a cable. The other end of the is cable capped, under the hood, on the right, in front of the 2 coolant tanks, fastened to its own harness.

I don't know what is supposed to go in it: some option? I don't know if this is an input or an output. The name (A/C converter), the fact that inside the traction battery the wires are black and red, and the relatively small size of the wires in the cable outside the battery, suggest that it's for a high-voltage, low current, traction battery charger. Maybe Ford provides a box, with just a bridge rectifier, 115 Vac in and 180 Vdc out, to charge the traction battery from the wall. D'de

===Control connector: C4227A===
[[Image:control_connector_cable.gif]]
[[Image:control_connector_battery.gif]]

Pin-out. Looking into cable (left) and looking into battery (right)

The big control connector has 24 circuits, with the following names and functions.

{| cellspacing=0 cellpadding=3 border=1
|-
| '''Group'''
| '''Ckt'''
| '''Pin(s)'''
| '''Ext. color'''
| '''Int. color'''
| '''Name'''
| '''Function'''
| '''Notes'''
|

|-
|rowspan=6| 12V pwr
| 57
| 35,36,37
| LtgrnBlk
| Blk
| Ground
| Power ground
|
|bgcolor="green" | OK

|-
| 570
| 30,31
| BlkWht
| BlkWht
| Ground
| Signal ground
|
|bgcolor="green" | OK

|-
| 3800
| 4,5,6
| LtgrnBlk
| Red
| +12 V
| Power +12V
| Always on
|bgcolor="green" | OK

|-
| 16
| 10,11
| +12 V
| RedLtgrn
| RedBlu
| Low power +12V
| Always on
|bgcolor="green" | OK

|-
| 3206
| 19
| LtgrnYel
| TanRed
| Voltage supplied in Start and Run
| Receives 12 V when the ignition switch is in either the On or Start positions (even if engine is not running)
| From the ignition switch. Overload protected
|bgcolor="green" | OK

|-
| 3997
| 14
| Dkgrn
| Tan
| Power sustain relay out
| Receives 12 V when the ignition switch is in either the On or Start positions (even if engine is not running) and for 2 seconds after the ignition is turned off
| Fed by the Powertrain Control Module's Power Relay, located in the Battery Junction Box. The Powertrain Control Module is located under the hood, in the rear-center
|bgcolor="green" | OK

|-
|rowspan=8| Air intake
| 3703
| 21
| BrnWht
| BlkBrn
| Battery compartment thermistor signal
|rowspan=2| Senses air intake temperature
|rowspan=8| All are located inside the column at the rear-left corner of car, inside air intake ducts
|bgcolor="gray" | n.a.

|-
| 3704
| 25
| DkgrnWht
| WhtBlk
| Battery compartment thermistor return
|bgcolor="gray" | n.a.

|-
| 698
| 34
| Red
| RedBlu
| Mode door actuator motor +
|rowspan=2| Moves a flap controlling air flow
|bgcolor="gray" | n.a.

|-
| 699
| 26
| Org
| BlkYel
| Mode door actuator motor -
|bgcolor="gray" | n.a.

|-
| 1129
| 17
| BrnWht
| RedGRn
| Mode door actuator potentiometer +
|rowspan=3| Senses position of flap
|bgcolor="gray" | n.a.

|-
| 1130
| 20
| PnkLtgrn
| BluBlk
| Mode door actuator potentiometer wiper
|bgcolor="gray" | n.a.

|-
| 1128
| 24
| GryLtBlu
| BlkWht
| Mode door actuator potentiometer -
|bgcolor="gray" | n.a.

|-
| 698
| 34
| Red
| RedBlu
| Zone Valve
| Solenoid selecting air source
|bgcolor="gray" | n.a.

|-
|rowspan=2| CAN BUS
| 1908
| 29
| Wht
| YelRed
| High speed CAN bus +
|rowspan=2| Communicates with vehicle
|rowspan=2| See CAN section below for messages
|bgcolor="green" | OK

|-
| 1909
| 28
| Blk
| YelWht
| High speed CAN bus -
|bgcolor="green" | OK

|-
|rowspan=2| Jump start switch
| 176
| 16
| PnkLtgrn
| BrnWht
| Jump start switch feed
| When grounded, lets 12 V battery jump charge-up the traction battery a bit, through DC-DC converter in battery pack, enough to start the car
|rowspan=2| The switch is located to the left of the driver's left ankle, behind a black plastic panel
|bgcolor="green" | OK

|-
| 179
| 12
| OrgRed
| GrnBlk
| Jump start switch illumination +
| When at 12 V, it lights-up the switch
|bgcolor="green" | OK

|-
|rowspan=4| Emergency control
| 3003
| 8
| VioWht
| Tan
| Battery power off signal
| 0-12 V square wave, 50% duty cycle, generated by battery. If all OK, 2 Hz. If problem, 5 Hz?
| The Power Train Control Module is located under the hood, in the rear-center
|bgcolor="green" | OK

|-
| 877
| 7,23
| Wht
| RedBlk
| Fuel pump feed / Inertia Sw input
| Normally receives 12 V when the ignition switch is in either the On or Start positions (even if engine is not running) and for 2 seconds after the ignition is turned off; no voltage when the ignition is off, or in case a crash opens an inertia switch
| The High Voltage Cutoff switch is located in the right-rear column of the car
|bgcolor="green" | OK

|-
| 212
| 27
| Dkblu
| BlkBlu
| Immediate shutdown 1
|rowspan=2| The Transaxle Control Module tells the battery to remove power to the vehicle?
|rowspan=2| The Transaxle Control Module is under the hood, in the center, to the left of the box labeled "HYBRID"
|bgcolor="green" | OK

|-
| 213
| 13
| DkbluYel
| BlkRed
| Immediate shutdown 2
|bgcolor="green" | OK

|-
|rowspan=2| Unused
|rowspan=2| n.a.
| 18
|rowspan=2| n.a.
| TanRed
|rowspan=2| ???
|rowspan=2| ???
|rowspan=2| Connected to controller, not used in vehicle
|bgcolor="red" | ??

|-
| 32
| YelBlk
|bgcolor="red" | ??

|}

Notes
* Green OK: function is understood and confirmed
* Red ??: function is not understood, or not yet confirmed
* Gray n.a.: PHEV conversion can work without this function

===HV connector: C4227C===
[[Image:batterypack-power-conn.jpg|thumb||right|HV connector]]
[[Image:HV_connector_cable.gif]]
[[Image:HV_connector_battery.gif]]

Pin-out. Looking into cable (left) and looking into battery (right)

The HV connector has 4 circuits, with the following names and functions.

{| cellspacing=0 cellpadding=3 border=1
|-
| '''Group'''
| '''Ckt'''
| '''Pin(s)'''
| '''Ext. color'''
| '''Int. color'''
| '''Name'''
| '''Function'''
| '''Notes'''
|

|-
|rowspan=2| HV
| 3180
| +
| Org
|rowspan=2| n.a.
| HV+
|rowspan=2| Battery power
|rowspan=2| To Transaxle Control Module
|bgcolor="green" | OK

|-
| 3181
| -
| Org
| HV-
|bgcolor="green" | OK

|-
|rowspan=2| Interlock
| 3130
| 1
| Gry
| Blu
| Traction Battery Control Module Interlock +
|rowspan=2| Detects if HV connector is mated. The battery and the Transaxle Control Module both look at the voltage at these pins.
|rowspan=2| To Transaxle Control Module
|bgcolor="green" | OK

|-
| 3181
| 2
| Red
| Wht
| Traction Battery Control Module Interlock -
|bgcolor="green" | OK

|}

==Electronic Components==

<gallery>
Image:batterypack_controller.jpg|The controller
Image:batterypack_controller_open.jpg|The controller, opened. The low voltage board is at the bottom, the high voltage one at the top
Image:batterypack_converter.jpg|The Jump Start Converter
</gallery>

==Battery HVAC system==
[[Image:batterypack_airflow.jpg|thumb|Battery HVAC air flow exhaust, forced air flow, outside air intake, exhaust inside vehicle]]

[[Image:batterypack_hvac.jpg|thumb|Battery HVAC]]

The HVAC system controls the temperature of the NiMH cells in the traction battery.

Its components are located:
* in the rear-left column
* in the traction battery itself

When used in a closed loop, air flows:
* from the empty spaces in the battery pack
* out of the rear-most grille in the rear-right corner of the battery pack
* into a duct in the rear-right column of the vehicle
* up the rear duct in that colums
* through the Mode Door that controls the air flow (unconfirmed)
* through the Zone Valve that selects the air source (unconfirmed)
* forward through a heat exchanger
* down the front duct
* out of the rear-right column
* into the front-most grille in the rear-right corner of the battery pack
* into the battery pack
* into 2 ducts, one for each blower
* into 2 blowers, one for each duct
* into each set of cells (left set for left blower, right for right)
* through the cells and into the empty spaces in the battery pack
* completing the cycle

The heat exchanger is either chilled by the vehicle's air conditioning system, or heated by the vehicle's engine coolant

When using outside air:
* air is taken from a vent in the rear-right window
* down a duct
* flows through an air filter
* through the Mode Door
* into the heat exchanger
* then following the same path as above
Now that extra air has been taken into the system, air has to be let out of it
* air from the pack flows into the rear duct
* the Zone Valve opens, letting out air from the rear duct into the open space in rear-right column
* from there, air flows into the rear storage area

To monitor the temperature, thermistors are placed:
* 1 in the rear-right ducts
* 2 by the blowers, one for each blower
* 2 in the left block of cells, 2 in the right block (unconfirmed)

To control the air flow and temperature:
* the blower's speed is variable
* the Mode Door's position is continuously variable from closed to fully open
* the Zone Valve selects the air source

==CAN bus messages==
The battery communicates to the rest of the vehicle through the CAN bus.
The

* [http://www.kvaser.com/can/protocol/index.htm Kvaser] has a simple explanation of the CAN bus.
* [http://en.wikipedia.org/wiki/CAN_bus wikipedia article on the CAN bus]

===CAN Tools===
* A generic adapter between the CAN-bus and a PC. It is convenient to use a USB port, though the serial or parallel or Ethernet port may be used as well. Examples of USB adapters:
** [http://www.peak-system.com/db/gb/pcanusb_gb.html Peak's PCAN-USB] also sold as the [http://www.c-a-n.com/canusb.html?source=goog&kw=can+usb&gclid=CJLw2ZGH-IUCFQmMCwodIHRbtw GridConnect's GC-CAN-USB]
*** Note: disconnecting this product's USB cable seems to create significant problems for Windows XP (immediate shut-down, or even the "blue screen of death"). You must use the system tray's "Remove hardware" icon first.
** [http://www.grifo.com/VARIE/Candip/uk_canUSB.htm Grifo's CANUSB]
** [http://www.systec-electronic.com/html/index.pl/en_product_usb_canmodul Systec's USB-CANmodul]
** [http://www.can232.com/ CAN232] is a CAN to RS232 device used by [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass] with his early [[Prius PHEV User Interfaces#My CAN Project|My CAN Project]].
** The '''CAN-View''' should not be confused with this [http://www.rmcan.com/index.php?id=61&L=1 CANview] product (notice no dash in the name), which is a CAN to RS232 device.

* These adapters have a DE-9 DSUB connector, so you'll also need an adapter to the Prius' OBD connector. For example:
** [http://www.c-a-n.com/gc-can-cab-odb2.html GridConnect's CAN to OBD2 Cable]
* The Prius' OBD (On Board Diagnostics) connector is located under the dashboard, below and to the right of the steering wheel, facing down. A.k.a.: Data Link Connector 3 (DLC3)
*Alternatively, tap into the CAN bus directly. Use a short cable to the CAN adapter.
** CAN -: black wire
** CAN +: white wire
** GND - chassis

===CAN bus protocol===

* The CAN bus is active only when the vehicle is in on (Start or Run position of the ignition key), and for a few seconds after the vehicle is turned off.
* baud rate: 500 kbits/s (if you use the wrong rate, the vehicle will complain and store a DTC fault until the DTC codes are cleared)
* Standard: CAN 2.0A ("standard CAN", 11-bit identifier)
* Remote frames: not used
** this means all the data are volunteered and none are requested; that is, that every component on the vehicle broadcasts its data periodically; no component puts out requests for data

===CAN bus messages===
The CAN bus has only 24 messages.

This screen capture was taken with the ignition on On, engine off, on Hybrids Plus' Escape.

[[Image:AllCanMessages.gif | All the messages on the CAN bus]]

[http://hybrids-plus.com/pmwiki/uploads/Ext/EscapeCanMessages.xls Spreadsheet with all messages]

===Battery CAN messages===

These are the messages generated by the battery.

The Battery ECU (Electronic Control Unit) broadcasts the following messages. In this table, numbers in parenthesis (#) refer to the notes just below the table. Names in parenthesis are hunches.

{| cellspacing=0 cellpadding=3 border=1
|-
|'''ID (hex)'''
|'''Period [ms] [[#1 | (1)]]'''
|'''No of data bytes'''
|'''byte 0'''
|'''byte 1'''
|'''byte 2'''
|'''byte 3'''
|'''byte 4'''
|'''byte 5'''
|'''byte 6'''
|'''byte 7'''

|-
|300h
|10
|5
|colspan=2 | Current [[#2 | (2)]]
|Voltage [[#3 | (3)]]
|Flags [[#4 | (4)]]
|00h
|colspan=3 bgcolor="gray"|

|-
|310h
|100
|7
|constant [[#7 | (7)]]
|constant [[#8 | (8)]]
|constant [[#9 | (9)]]
|constant [[#10 | (10)]]
|Temperature [[#11 | (11)]]
|(Charge Limit) [[#12 | (12)]]
|(Discharge Limit) [[#13 | (13)]]
|colspan=1 bgcolor="gray"|

|-
|320h
|100
|5
|00h
|00h
|Flags [[#15 | (15)]]
|Flags [[#16 | (16)]]
|SOC [[#17 | (17)]]
|colspan=3 bgcolor="gray"|

|}

Notes:
*h = hex value; d = decimal value; b = binary value;

 1) How often this message is repeated
 2) Battery current. Raw reading, relative to reading at 0 current (typically 0600h), positive when current is sourced out of the battery. 12 bits? Units: 25 mA. Range (if 12 bits & 25 mA): 100 A out to 35 A in. Examples (assuming that at 0 current the reading is 0600h):
* 0FC4h: 100 A out
* 0790h: 10 A out
* 0628h: 1 A out
* 0600h: 0 A
* 05D8h: 1 A in
* 0479h: 10 A in
* 0000h: 38 A in
 3) Battery voltage. Relative to 180 V. Units: V. Range seen: 312 to 366 V. Examples:
* 78h: 300 V
* 96h: 330 V
 4) Byte of flags. If the specified item is active, the bit is 1. Else, it is 0. 0 = unused or unknown bit.
{| cellspacing=0 cellpadding=3 border=1
|-
|'''bit'''
|'''7'''
|'''6'''
|'''5'''
|'''4'''
|'''3'''
|'''2'''
|'''1'''
|'''0'''

|-
|'''function'''
|0
|0
|0
|Safety plug removed
|0
|Contactors on
|Precharge relay on
|0

|}
 6) Byte of flags. If the specified item is active, the bit is 1. Else, it is 0. 0 = unused or unknown bit.
{| cellspacing=0 cellpadding=3 border=1
|-
|'''bit'''
|'''7'''
|'''6'''
|'''5'''
|'''4'''
|'''3'''
|'''2'''
|'''1'''
|'''0'''

|-
|'''function'''
|Safety plug removed
|HV connector unplugged
|0
|0
|0
|0
|0
|0

|}
 7) unknown. Always 8Ch
 8) unknown. Always 78h
 9) unknown. Always 50h
 10) unknown. Always 3Ch
 11) Pack temperature, relative to - 90C. Units: C. Insufficient data points to confirm this. Examples:
* 104 = 14 C
* 90 = 0 C
* 82 = -8 C
 12) Charge Current Limit or something related to temperature? When first turned on, this item starts at a value, then drifts down to another value and stops. Turn off, turn on, and the item restarts at the same value where it started before. The values are very similar to the Temperature values. Needs more study.
[[Image:escape_reported_vs_actual_soc.gif|thumb||right|Discharge Current Limit vs SOC]]
 13) Probably Discharge Current Limit. Units: A? Range seen: 75 to 155. Related to the actual State of Charge according to the graph on the right, and these approximate formulas: 
* SOC< 138: value = 1.57 * SOC- 70
* 138 < SOC< 157: value = 103 + 0.33 * SOC
* SOC> 157: value = 155
 15) Byte of flags. If the specified item is active, the bit is 1. Else, it is 0. 0 = unused or unknown bit.
{| cellspacing=0 cellpadding=3 border=1
|-
|'''bit'''
|'''7'''
|'''6'''
|'''5'''
|'''4'''
|'''3'''
|'''2'''
|'''1'''
|'''0'''

|-
|'''function'''
|Safety plug removed
|HV connector unplugged
|0
|0
|0
|0
|0
|0

|}
 16) Byte of flags. If the specified item is active, the bit is 1. Else, it is 0. 0 = unused or unknown bit.
{| cellspacing=0 cellpadding=3 border=1
|-
|'''bit'''
|'''7'''
|'''6'''
|'''5'''
|'''4'''
|'''3'''
|'''2'''
|'''1'''
|'''0'''

|-
|'''function'''
|0
|0
|0
|0
|0
|0
|0
|All OK: HV connector is plugged, Safety Plug is in

|}
[[Image:escape_soc_plot.gif|thumb||right|SOC vs time, parked]]
 17) State of Charge. Units: mAh. Range seen: 93 to 207 mAh. When stopped, and charging, the engine stops when the SOC level reaches DEh (111 mAh) and starts when the SOC drops to BDh (189 mAh)

{{Disclaimer}}

[[Category:PHEV]]
[[Category:Escape]]
[[Category:EscapePHEV]]
[[Category:Hybrids-Plus]]

Hybrid

2007-01-14T09:25:18Z

Rgremban:

Current '''[[WikiPedia:Hybrid vehicle|W:Hybrid vehicles]]''' ([[HEV]]) such as the [[Honda Insight]], [[Toyota Prius]], and [[WikiPedia:List of hybrid vehicles|W:other hybrid vehicles]] are unfortunately not '''[[WikiPedia:Battery electric vehicle|W:Battery electric vehicles]]''' (BEV), as they can not use [[WikiPedia:Electricity|W:electricity]] as an external fuel source. Rather they are gas cars with some electric car tricks, but not the most important ability of not using gasoline as [[WikiPedia:Fuel|W:fuel]]. So such vehicles may prove to become the missing links in the '''[[History]]''' of transportation. The efficiency advantage of [[WikiPedia:Electric motor|W:electric motor]]s and [[WikiPedia:Battery|W:batteries]] are diminished with the requirement of burning [[WikiPedia:Combustion|W:combustables]] with an onboard [[WikiPedia:Heat engine|W:heat engine]]. Better it would be, to more fully utilize the [[WikiPedia:Waste heat|W:waste heat]] from traditional local power [[WikiPedia:Cogeneration|W:cogeneration]] plants. With an eye towards [[WikiPedia:Wind power|W:wind]], [[WikiPedia:Solar power|W:solar]], and other [[WikiPedia:Sustainable|W:sustainable]] resources which will make BEVs cleaner as they age. Rather than transitioning from gasoline current hybrids are merely a way to reduce ''(slightly)'' consumption of finite [[WikiPedia:Fossil fuels|W:fossil fuels]]. It's the versatility of using traditional combustion and an array of electric fuel sources which makes '''[[Plug-in hybrid electric vehicle]]s''' (PHEV) such an attractive solution which could be easily achieved today with off the shelf technologies. As the president said in his 2005 State of the Union address "[[SEVA:User:Rjf#State of the Union 2005|America is addicted to oil]]", BEVs and PHEVs are critical to solutions capable of more than doubling transportation efficiency and eliminating vehicle CO2 emissions for most trips. Since currently no production [[PHEV]]s exist, Hybrid Conversions are modified production vehicles with larger batteries and chargers.

Hybrids can be classified as [[Series Hybrid]]s like diesel locomotives, very heavy machinery, and EV's with pushers or on board generators; [[Parallel Hybrid]]s such as the Honda's [[IMA]]; and [[Series-Parallel Hybrid]]s like Toyota's [[HSD]], Ford's [[Ford Hybrid System]] [[WikiPedia:Ford Escape Hybrid|W:Ford Escape Hybrid]], and General Motors and DaimlerChrysler's [[AHS2]].

{|
| colspan=4 align=center | Current '''Production Hybrids''' include
|-
| '''Year'''     || '''Make and Model''' || '''EMotor''' || '''PHEV Versions'''
|-
| 2000 || [[Honda Insight]] || 5kW? || [[Insight PHEV]] ideas
|-
| 2002 || [[Honda Civic Hybrid]] || 7.5kW? || none yet
|-
| 2005 || [[Honda Accord Hybrid]] || 7.5kW? || none yet
|-
| 2000 || [[Toyota Prius]] NHW11 ''(classic)'' || 35kW || none yet
|-
| 2004 || [[Toyota Prius]] NHW20 || 50kW || [[Prius PHEV]]
|-
| 2006 || [[Toyota Camry Hybrid]] || 105kW || none yet
|-
| 2005 || [[Toyota Highlander Hybrid]] || 123kW || none yet
|-
| 2005 || [[Lexus RX 400h]] || 173kW || none yet
|-
| 2005 || [[Ford Escape Hybrid]] || 70kW || [[Escape PHEV]] Ford is talking about it!
|-
| 2006 || [[Mercury Mariner Hybrid]] || 70kW || none yet
|-
| 2006 || [[Chevrolet Silverado Hybrid]]     || <5kW? || maybe never, it's basically an engine start-stop device
|-
| 2006 || [[Lexus GS 450h]] || 281kW || It's got the ''electric'' motor for it!
|-
| 2006 || [[Saturn Vue hybrid]] || 5kW || To be upgraded by GM to 'dual-mode' hybrid for 2008, with plug-in version eventually available from GM
|-
| 2010 || [[SEVA:Chevy Volt]] || 120 kW || This new '''BEV'''/Hybrid from GM will be a Series Hybrid, here's hoping it makes it into production.
|}

* Toyota [http://autos.groups.yahoo.com/group/Prius-2G/message/49804 Sales] [http://autos.groups.yahoo.com/group/toyota-prius/messagesearch?query=Michelle%20Vadeboncoeur%20history Michelle Vadeboncoeur]

* Honda [http://www.hondanews.com/CatID1007?html=sales.html Sales]

Prototype Hybrids:

* 2006 [[Honda CR-V Hybrid]] [http://www.treehugger.com/files/2006/05/honda_fit_hybri.php]

* 2007 [[Honda Fit Hybrid]] [http://www.treehugger.com/files/2006/05/honda_fit_hybri.php treehugger.com]
** [[EVDL_Maillist:2006./3./32|EVDL - Low-cost hybrid version of Honda Fit subcompact car]], [http://autos.groups.yahoo.com/group/Prius-2G/message/49521 Yahoo Prius-G2], [http://autos.groups.yahoo.com/group/honda-hybrid/message/19438 Yahoo honda-hybrid]

* 2006 [[Saturn Vue Hybrid]] [http://www.carpages.ca/go/autonews/05262006,saturn_vue_green_line_earns_epas_most_highway_fuel_efficiency_suv.aspx] [http://www.trucktrend.com/features/news/163_news060601_2007_saturn_vue_green_line_fuel_economy/]
** 2006.06.15 - [http://www.auto123.com/en/info/news/news,view.spy?artid=63473&pg=1 Saturn Vue hybrid payback time lowest in industry] [http://www.platinum.matthey.com/media_room/1150304407.html]

* 2007 [[Nissan Altima Hybrid]] - [http://www.autoblog.com/2006/04/12/new-york-auto-show-nissans-ultimate-expression-of-the-altima/ Details on the early 2007 Altima HEV launch are forthcoming]  [http://www.fortwayne.com/mld/journalgazette/business/14685814.htm Altima hybrid in ’07]

* 2008 [[Lexus LS 600h]]

* 2006.06.21 - [http://www.mobilemag.com/content/100/354/C8380/ Toyota's next sports car could be a hybrid]

* [[Toyota Estima Hybrid]]

* [[Mazda Tribute Hybrid]]
** 2006.06.22 - [http://www.autoracingdaily.com/article.php?cid=13339 Mazda Donates Fuel-friendly Tribute Hybrid Prototype to The Salinas Rural Fire Department]

* 2008 [[Dodge Durango]] - [http://autos.groups.yahoo.com/group/Prius-2G/message/51331 Durango Slated for Hybrid], [http://www.thecarconnection.com/Auto_News/Auto_News/Durango_Slated_for_Hybrid.S175.A10261.html]

* ? [http://www.newswire.ca/en/releases/archive/September2005/15/c0385.html Azure Dynamics Corporation]

* [http://autos.groups.yahoo.com/group/toyota-prius/message/91198 2006 Detroit, Los Angeles Auto Show Index] Hybrids

* PSA Peugeot Citroen Diesel Hybrid - ''by 2010''
** [http://www.autoblog.com/2006/01/31/psa-peugeot-citroen-unveils-diesel-hybrid-technology/ PSA Peugeot Citroen unveils diesel hybrid technology] [http://www.techreview.com/NanoTech-Devices/wtr_16343,303,p1.html] [http://www.edmunds.com/insideline/do/News/articleId=109163] [http://www.channel4.com/4car/news/news-story.jsp?news_id=13884] [http://autos.groups.yahoo.com/group/Prius_Technical_Stuff/message/15535] [http://www.whatcar.com/news-article.aspx?NA=220244] [http://www.edmunds.com/insideline/do/News/articleId=115626PSA] [http://www.channel4.com/4car/news/news-story.jsp?news_id=14630] [http://www.channel4.com/4car/news/news-story.jsp?news_id=14735]

* ? [http://fleetowner.com/news/hino_hybrid_north_america_111104/ Hino Hybrid Trucks] - Tractor Trucks

* [http://www.designline.co.nz/electbusenlarg.html Designline Olymbus] is a series hybrid with a 30kW gas turbine as the prime source. [http://autos.groups.yahoo.com/group/Prius_Technical_Stuff/message/16349]

* ? GM commuter buses [http://www.technologynewsdaily.com/node/3137]

* [http://autos.groups.yahoo.com/group/toyota-prius/message/92602 Volvo Hybrid truck article w/video]

* DARPA 1993-1998, DOD 1999- HummVee Hybrid - [http://www.evworld.com/archives/conferences/evs14/humvee.html evworld.com], [http://www.cte.tv/darpa/HyHMMWV.pdf HyHMMWV.pdf], [http://www.almc.army.mil/alog/issues/MarApr01/MS635.htm army.mil], [http://www.electrifyingtimes.com/UQM_hummer.html electrifyingtimes], [http://web.mit.edu/savoie/www/portfolio/fish2001a.pdf mit.edu_fish2001a.pdf], [http://www.google.com/search?q=hybrid-electric+HMMWV google]

* Hybrid HEMIT [http://www.boston.com/cars/news/articles/2006/05/28/its_still_heavy_but_its_a_hybrid/]

* [http://www.tnn.co.uk/Technology/plonearticle.2006-06-01.6469786029 Allison Transmission parallel hybrid system]
** Went into mass production in October 2003 with 400 systems on the road in the US and Canada.

* 2006.06.22 - [http://home.businesswire.com/portal/site/google/index.jsp?ndmViewId=news_view&newsId=20060622005748&newsLang=en Eaton Announces Plans to Develop Heavy-Duty Hybrid System For Trucks]

* 2006.06.21 - [http://news.moneycentral.msn.com/provider/providerarticle.asp?feed=AP&Date=20060621&ID=5815292 New Hydraulic Hybrid Trucks Roll Off]

* 2006.06.21 - [http://story.malaysiasun.com/p.x/ct/9/cid/3a8a80d6f705f8cc/id/a2bff1e8cb8ddc1d/ EPA, UPS run hybrid-diesel van] [http://news.monstersandcritics.com/business/article_1174631.php/EPA_UPS_run_hybrid-diesel_van]

* 2006.06.20 - [http://www.channel4.com/4car/news/news-story.jsp?news_id=14722 Environment: Hybrid hot rod trike revealed]

==Other Links==
* [[WikiPedia:Hybrid vehicle]] - [[WikiPedia:List of hybrid vehicles]]
* http://www.greenhybrid.com
* http://www.hybridcenter.org
* http://www.hybrid-vehicles.net
* http://www.eere.energy.gov/cleancities
* http://www.ctts.nrel.gov/analysis/hev_test/data.shtml - Hybrid Electric Vehicle Testing (Insight and Prius)
* http://auto.howstuffworks.com/hybrid-car.htm
* [http://autos.groups.yahoo.com/group/Prius_Technical_Stuff/message/15794 hybrid engineering report] [http://www.engin.umd.umich.edu/vi/w4_workshops/Miller_W04.pdf pdf]
* http://peswiki.com/index.php/Directory:Hybrid_Vehicles
* http://www.hybridfest.com - Midwest Hybridfest 2006 - A Hybrid Electric Car Show and More!
* Hybrid Cost Calculators - [http://www.eere.energy.gov/cleancities/hev/calculator/single.php] [http://www.eere.energy.gov/cleancities/hev/cost_calc.html], [http://www.newdream.org/hev]

* 2006.06.22 - [http://www.bordermail.com.au/news/bm/national/287138.html Hybrid cars ‘more costly’]
* 2006.06.20 - [http://www.duemotori.com/news/nachrichten_automobil/7315_Toyotas_Cumulative_European_Hybrid_Sales_Pass_50000-Unit_Mark.php Toyota's Cumulative European Hybrid Sales Pass 50,000-Unit Mark]
* 2006.06.20 - [http://www.philly.com/mld/inquirer/news/opinion/local2/region/14856766.htm Purchasing a hybrid car is about more than money]
* 2006.06.19 - [http://www.telegram.com/apps/pbcs.dll/article?AID=/20060619/NEWS/606190392/1008/NEWS02 Mechanic jump-starts hybrid training]
* 2006.06.19 - [http://www.marketwatch.com/News/Story/Story.aspx?dist=newsfinder&siteid=google&guid=%7BC02A9A6F-753F-4637-8B2E-A25180845273%7D&keyword= Toyota says hybrid sales in Europe top 50,000]
* 2006.06.18 - [http://www.prleap.com/pr/38624/ See All 10 Hybrid Cars on the Market Today, All In One Place: Hybridfest 2006! Also See the New Plug-In Hybrids and a Working General Motors EV1 Electric Car!]
* 2006.06.16 - [http://seattlepi.nwsource.com/wheels/273924_tw116.html Toyota ramping up hybrid models]
* 2006.06.16 - [http://www.rutlandherald.com/apps/pbcs.dll/article?AID=/20060616/NEWS/606160337/1002/NEWS01 Fair Haven students fabricate hybrid car from ground up]
* 2006.06.14 - [http://www.telegraph.co.uk/money/main.jhtml?xml=/money/2006/06/14/cntoyota14.xml&menuId=242&sSheet=/money/2006/06/14/ixcitytop.html Toyota expansion to quadruple hybrid sales]
* 2006.06.10 - [http://www.thenorthwestern.com/apps/pbcs.dll/article?AID=/20060610/APC03/606100553/1028/OSHbusiness Array of alternative fuels exist]
* 2006.06.09 - [http://www.medfordnews.com/articles/index.cfm?artOID=331181&cp=10996
Oregon State University Pioneer Of Motor Testing, Hybrid Vehicles, Wave Energy Dies] - Alan K. Wallace
* 2006.06.08 - [http://www.courier-journal.com/apps/pbcs.dll/article?AID=/20060608/BUSINESS/606080354/1003 Greenspan foresees inevitable shift to hybrid vehicles]
* 2006.06.08 - [http://www.news.wisc.edu/12645.html Hybrid-vehicle team places second nationally]
** 2006.06.09 - [http://www.tgdaily.com/2006/06/09/hybrid_diesel_suv/ University of Wisconsin creates diesel-hybrid SUV]
** 2006.06.12 - [http://www.azcentral.com/arizonarepublic/business/articles/0612biz-challengex0612.html Students test prototypes of hybrid SUVs]
* 2006.06.08 - [http://www.cbn.com/CBNnews/usnews/060607a.aspx Will Buying a Hybrid Save You Money?]
* 2006.06 - [http://www.canadianbusiness.com/my_money/spending/auto/article.jsp?content=20040803_113805_3172 Batteries included: a new generation of hybrid cars]
* 2006.06.06 - [http://www.newswire.ca/en/releases/archive/June2006/06/c9994.html BCAA analysis reveals most hybrid vehicles offer long-term savings]
* 2006.06.06 - [http://www.automotive-business-review.com/article_news.asp?guid=24BFEE27-089B-441F-A6B2-928272A6EAC3 Bosch, Getrag form hybrid systems alliance] [http://www.autoblog.com/2006/06/07/bosch-and-getrag-team-up-for-hybrid-systems/] [http://www.autoindustry.co.uk/news/06-06-06_8]
* 2006.06.01 - [http://www.assemblymag.com/CDA/Articles/Cover_Story/016a2f1384f8b010VgnVCM100000f932a8c0____ The Hybrid Challenge] Engineers are scrambling to drive down redundant costs.
* 2006.05.31 - pcmag.com - [http://www.pcmag.com/article2/0,1895,1970590,00.asp Hybrid Myths Debunked]
* 2006.03.12 - [http://www.canadianbusiness.com/after_hours/lifestyle_products/article.jsp?content=20060227_74678_74678 Exposing hybrid hype]

==Emergency Response Safety==
[[Image:Prius 50kmph frontal impact.jpg|100px|right|]]
[[Image:Toyota prius 2004.jpg|100px|right|]]

* [https://www.serviceexpress.honda.com/rjanisis/pubs/CI/AXX28935.pdf Honda]
* [http://techinfo.toyota.com/public/main/erg.html Toyota] [http://techinfo.toyota.com/public/main/1stprius.pdf Prius G1] [http://techinfo.toyota.com/public/main/2ndprius.pdf Prius G2]
* [http://www.motorcraftservice.com/vdirs/quickref/guide-escape.pdf Ford] [http://www.fordtechservice.dealerconnection.com/vdirs/quickref/guide-escape.pdf]
* 2006.06.02 - [http://www.tcnewsnet.com/main.asp?SectionID=2&SubSectionID=2&ArticleID=140397&TM=48494.69 Hybrid autos present unique dangers to rescuers]
* 2006.05.29 - [http://www.tucsoncitizen.com/daily/local/14076.php A scarlet 'H'?: Got a hybrid car? It may electrocute firefighters]
* 2006.05.27 [http://www.azstarnet.com/allheadlines/131040 Rescuers training for electrical risks linked to hybrids]
* [[:Image:LA_County_Electric_and_Hybrid_Vehicle_Hazards.pdf|LA County EV & Hybrid Vehicle Hazards]]
* Bad Press ( “At this point, it’s totally overemphasized as a hazard” )
** [http://autos.groups.yahoo.com/group/Prius-2G/message/41556 Hybrid and BEV safety documents] - for first responders.
** http://www.auto123.com/en/info/news/news,view.spy?artid=24028&pg=1
** [http://priusonline.com/viewtopic.php?t=5549&view=previous&sid=b5c01c5748be4711633cafff0fd83770 priusonline.com]
** http://www.hybridcars.com/hybrids-fires-emergencies.html
** [http://autos.groups.yahoo.com/group/toyota-prius/links/Technical_Mechanical_000966854260/Emergency_Responders_001011822061/ More]

== News ==
The [[CalCars_Maillist:]] is a great resource for current news regarding PHEVs,
visit the Official CalCars-News Yahoo group at http://groups.yahoo.com/group/calcars-news.

See also:
* The [[Gridable_Maillist:]] or http://groups.yahoo.com/group/gridable-hybrids
* The [[PriusPlus_Maillist:]] or http://groups.yahoo.com/group/priusplus
* Our [[EAA-PHEV_Maillist:]] or http://groups.yahoo.com/group/eaa-phev

http://www.komotv.com/news/images/hybrid_sealion_011106.jpg
* January 11, 2006 - [http://autos.groups.yahoo.com/group/Prius-2G/message/47774 Sea Lion Gives New Hybrid Cars His Seal Of Approval] [http://video.msn.com/v/us/msnbc.htm?f=00&g=ad1a84e2-85aa-44d3-8967-7972a0be2d54,ad1a84e2-85aa-44d3-8967-7972a0be2d54,69968e22-baec-4126-8d2d-0f87013efa70,17942839-beac-4f78-8563-373623437715,b2c697a0-721d-464b-ab70-d6dc0270f7a8,aa6c61ba-13fe-489e-8790-926e63233625,&t=m5 video]
* Hybrid Taxes [http://www.uschamber.com/ncf/publications/default.htm uschamber.com]
** 2005.11.25 - Yahoo Prius-2G [http://autos.groups.yahoo.com/group/Prius-2G/message/46013 Chamber Suggests Taxing Hybrids and Billing Drivers By the Mile]
** 2005.11.26 - EVDL [http://autos.groups.yahoo.com/group/ev-list-archive/message/53493 Extra TAX on High-Mileage Hybrids ?? WHAT !!]
** 2005.11.25 - mercurynews.com [http://www.mercurynews.com/mld/mercurynews/news/breaking_news/13254673.htm Report suggests taxing hybrids, billing drivers by mile]

* 2005.08.23 - cnn.com [http://search.cnn.com/pages/search.jsp?query=Cars%20with%20electric%20appeal Cars with electric appeal] - '''Video'''

* 2005.08.23 - [http://www.wusatv.com/news/news_article.aspx?storyid=42383Firefighters wusatv.com] - Blast Columnist For Remarks On Emergency Crews, Hybrid Vehicles [http://autos.groups.yahoo.com/group/Prius-2G/message/41514 Y]
** In reference to [http://www.caranddriver.com/article.asp?section_id=27&article_id=9844&page_number=1 Brock Yates, Hybrid issues, and a rising star at Indy.]

* 2005.08.21 - delawareonline.com [http://www.delawareonline.com/apps/pbcs.dll/article?AID=/20050821/NEWS01/508210332/1006 More drivers turning to hybrid options]

[[Category:Hybrid]]
[[Category:Main]]

Template:Prius PHEV Options

2007-01-14T06:38:05Z

Rgremban:

{|cellspacing="5" cellpadding="1" border="0" align="center"
|-
| colspan=7 align=center | '''Comparison table: [[PHEV]] conversion and kit options for the [[Toyota Prius]]:'''

|- bgcolor="blue"
| colspan=7 |

|- bgcolor="#E0F0E0"
|'''Organization:''' ''external websites''
| [http://www.calcars.org/ CalCars] [http://www.electroenergyinc.com/ Electroenergy]
| [http://www.manzanitamicro.com/ Manzanita Micro]/ [http://www.piprius.com PiPrius]/ [http://plugincenter.com/ Advanced Vehicle Initiative]
| [http://energycs.com/ EnergyCS]/ [http://edrivesystems.com/ EDrive Systems] [http://www.goingreen.co.uk/ GoingGreen] [http://w10.eleven2.com/~plugin/ Amberjac]
| [http://hymotion.com/ Hymotion]
| [http://hybrids-plus.com/ Hybrids-Plus]

|-
|'''Location:'''
| California, Connecticut
| Washington
| California / UK
| Ontario
| Colorado

|- bgcolor="#E0F0E0"
|'''References:''' ''local articles''
| '''[[PriusPlus]]'''/[[PriusPlus History|History]], [[Inaugural Maker Faire|Maker Faire]], [http://autos.groups.yahoo.com/group/calcars-news/message/343 EEEI Prius]
| '''[[PiPrius]]''', [[PriusBlue]], [[WhiteBird]], [[GrayPerl]]
| '''[[EDrive]]''' '''[[GoingGreen]]''' /[[Amberjac]]:UK
| '''[[Hymotion]]'''
| '''[[Hybrids-Plus]]'''

|- bgcolor="blue"
| colspan=7 |

|- bgcolor="#E0E0F0"
|'''Product:'''
| [[PriusPlus]]
| [[PiPrius]]
| [[EDrive]]
| [[Hymotion|PHEV-L5]]
| [http://hybrids-plus.com/ht/Prius04-PHEV-15-pnr.html Prius-15] / [http://hybrids-plus.com/ht/Prius04-PHEV-30-pnr.html Prius-30]

|-
|'''Conv. service: (9)'''
| No
| No
| Yes
| Yes, fleets
| Yes

|- bgcolor="#E0E0F0"
|'''Conversion kit: (9)'''
| Yes
| Yes
| No
| No
| Future

|-
|'''Status:'''
| Ready Docs in progress
| Development
|
| Ready
| Development

|- bgcolor="#E0E0F0"
|'''No done so far:'''
| 1st ever: 11/04 4 by 11/06 (1 NiMH, 1 chgd to PiPrius)
| 2
| 7
| 18
| 1

|-
|'''EV range [mi] (1):'''
| 10-12
| 10
| 30
| 15 (6)
| 15 / 30

|- bgcolor="#E0E0F0"
|'''PHEV range [mi] (2):'''
| 20+
| 20-30
| 50
|
| 25 / 50

|-
|'''AC power:'''
| 120-240 VAC
| Universal: 90 to 300 Vac/Vdc
| 120Vac
| 120 / 220 Vac
| 120 Vac

|- bgcolor="#E0E0F0"
|'''Charge time [hours] (4):'''
| 3 to 80% 11 to 100% (4)
| 3.0 @ 120 Vac/ 0.3 @ 240 Vac (4)
| 9.0
| 5.5 / 4.0
| 5.5 / 9.0

|-
|'''Safety (3):'''
| Flame-proof Spill-proof
| Flame-proof Spill-proof
| Flame-proof Spill-proof
| Spill-proof
| Flame-proof Spill-proof

|- bgcolor="#E0E0F0"
|'''Additional weight [kg]:'''
| 130+
| ~150
| 83
| 72
| 21 / 81

|-
|'''Tire access (7):'''
| no
| no
| no
| no
| yes

|- bgcolor="#E0E0F0"
|'''Cost [US$]:'''
| Batts: ~1K Chgr: 0.9-2K Sum: 4-7K+labor
| Batts: 0.8K~1.2K+ Charger/DC-DC: ~1.8K Target: ~ 10K
| 22K now 10K~13K late '06
| 12.5K+install 9.5K in 100s 6.5K in 1000s
| 24K / 32K now 13K / 19 K mid '07

|- bgcolor="blue"
| colspan=7 |

|- bgcolor="#F0E0E0"
|'''Topology:'''
| Stock pack + new pack w/contactor, stock BMS, CAN-View
| Stock pack + new pack w/DC-DC, stock BMS, CAN-View (8)
| new pack only, new BMS
| Stock pack + new pack, stock BMS
| new pack only new BMS

|-
|'''Pack energy [KWh]:'''
| 4.8
| 4.7
| 9.0
| 5.0
| 4.5 / 9.0

|- bgcolor="#F0E0E0"
|'''Available energy [KWh] (5):'''
| 2.4-3.8 + 0.3 stock
| 4 + 0.3 stock
| 8
| 4 + 0.3 stock
| 4 / 8

|-
|'''Battery type:'''
| 20 ea BB Battery EVP20-12B SLA (Sealed Lead-Acid)
| 15 ea Hawker EP26 SLA (Sealed Lead-Acid) or pack of choice
| [http://www.valence.com/ Valence] [http://www.valence.com/saphion.asp Saphion] phosphate cathode LiIon cells extracted from [http://www.valence.com/ucharge.asp U-Charge] packs
| Lithium polymer (future: A123 LiIon)
| 600 / 1200 ea [http://hybrids-plus.com/pmwiki/index.php?n=Ext.A123Cells 26650-size A123-brand phosphate cathode LiIon cells] [http://www.a123systems.com/html/products/ANR26650M1specs.pdf pdf]

|- bgcolor="#F0E0E0"
|'''Instal. time:'''
| currently >2 weeks
|
| future: < 1day
| < 1 day
| 4 hrs / 1 day

|-
|'''Notes:'''
|
|
|
|
|

|- bgcolor="blue"
| colspan=7 |
|}

Notes:
# Assuming <35 mph, 210 Wh/mile (260 Wh/mi from grid) [http://www.greencarcongress.com/2005/08/solarpoweraugme.html ref], 1.5 miles with stock pack
# During which the mileage is on the order of 100 mpg. Shows range as stated by organization.
# Safety in case of major accident
## Many Lithium cells will burst in flames if penetrated. However, phosphate cathode LiIon cells (such as [http://www.valence.com/ Valence] and [http://www.a123systems.com A123]) are flame-proof.
## SLA batteries contain lead and sulphuric acid but are spill-proof
# From discharged to the point the pack will no longer be used in PHEV, to fully charged (per Orbital, SLA require 8 hr taper -- done at least once every 3 days -- after near full charge, to reach 100% and prevent sulfation)
# Because the DOD of the stock pack is limited by the Prius, only about 0.3 KWh of its energy is available (US). It is assumed that additional batteries are limited to a DOD range of:
## SLA: 0% down to 50%,
## Litium 0% down to 90%
# HiMotion states 50 km (30 miles) pure EV range. Yet 4.3 KWh calculates out to 15 miles.
# No = original tire well is covered or occupied by new battery pack
# PiPrius notes. PFC40 charger doubles at the DC-DC converter between packs. BMS is a Rudman Reg Mark 3 on every battery. It is fully protected on charge mode and discharge mode. The BMS is programmable with a laptop, with no security locks (open source).
# Conversion service: done by the PHEV conversion company, at their location. Conversion kit: done by the owners in their hometown.

Talk:Escape PHEV TechInfo

2007-01-14T06:31:05Z

Rgremban:

Does anyone know if we can upload and attach files other than images? I'd like to upload the excel file with all the CAN messages and use "Attach:". [[User:DavideAndrea|DavideAndrea]] 16:14, 12 January 2007 (CST)
: You can upload anything if you .zip it up first. We should be able to upload .xls and other extensions directly but the image processor tries to ''verify'' the files as images which fails, I'm working on fixing that. --[[User:Rjf|Rjf]] 20:41, 12 January 2007 (CST)
The following discussion began at eaa-phev@eaa-phev.org, but I think belongs here. (RonG):
...here are some data points, ideas, suspicions, and a question:
* As a confirmation, message 300h, byte 2's measurement limits as per Davide's measurements are 180-406V, very close to the limits I've measured during driving.
* My guess is that SOC (message 320h, byte 4) is in %, with 0 as 0% and FFh as 100% (see attached graph). Then each count is 0.0039% or 21.57 mAh, and the range Davide's seen is from 4Ch = 76 = 30% = 1.64 Ah to D9h = 217 = 85% = 4.7 Ah.
:Davide: That's a better guess than mine. 21.6 mAh and 25 mAh are really close to each-other. I'll take an accurate measurement and settle this point.
* "Reported SOC" (310h, byte 6) would then be a straight line from 0 to 148 when real SOC varies from 17.5% to 54%, topping out at 155 at 62% SOC. To me this looks like the Escape's Discharge Current Limit in Amps (see attached graph). If so, it is 155A at SOC > 62%, tapering down to 0A at 17.5% SOC. If I am right, the plot should probably move to the right and down at low battery temperatures, though I can't predict what it will do at elevated temperatures. As a sanity check, if the battery's internal resistance, as per an informal measurement I made, is around 1 ohm at above 54% SOC, and open-circuit voltage at that SOC is 325V, then voltage at maximum discharge current of 155A would be 170V, close to message 300h, byte 2's minimum measurable voltage of 180V.
:Davide: That's quite possible. A driving test, with a current meter, should be able to confirm this. (We have yet to drive the car: it's been parked ever since the dealer delivered it, waiting for insurance.)
* Either there should be a similar but opposite Charge Current Limit parameter (as with the Prius) or regenerative braking current is merely voltage limited, possibly with temperature compensation.
:Davide: After reading your input, here's my hunch: Byte 310-5 is Charge Limit and 310-6 is Discharge Limit.
* The current limits you've observed for message 300h, bytes 0-1, are too small. I have seen over 120A discharge and over 50A charge.
:Davide: I agree.
:Could either the scale be different than you've reported, or maybe byte 4 (00h in your observations) handles the overflow?
:Davide: I stated it uses 12 bits. Maybe it uses all 16 bits. Again, a driving test should answer this question.

Does anyone know if the vehicle uses the same message IDs, data bytes, and scale factors as the Prius for non-hybrid information like vehicle speed, throttle position, engine parameters (including temperature), ambient temperature, shift lever position, fuel usage, etc? For example, Atilla says Prius vehicle speed in kph is encoded in byte 2 of message 3CA (attached file). If not, we need to discover what some of these are, too. In particular, I use vehicle speed, throttle position, and engine temperature in controlling the PRIUS+ conversion.

Oops (how do I get 'Oops' to start a new paragraph--I've tried everything!)! I should have added this via '+' instead of 'edit'; I'll know next time -- [[User:Rgremban|Rgremban]] 00:31, 14 January 2007 (CST)

Talk:Escape PHEV TechInfo

2007-01-14T06:12:03Z

Rgremban: Added beginning of discussion (copied from eaa-phev@eaa-phev.org) about CAN messages

PriusPlus-Theory

2006-12-14T00:37:19Z

Rgremban: /* The CAN-View */ -- current relay parameters

{{PriusPlus-Doc_Process}}
----
{{TOCright}}
----

Intro Paragraph here maybe with a link to the main [[PriusPlus]] article, links to external sites can appear as formatted [http://www.calcars.com CalCars], just plain URLs like http://www.calcars.com, or fancy references such as that in the next paragraph.

Another Paragraph and such, you can get help at our [[Help:Contents#How do I use the Wiki Website]] page <ref>http://en.wikipedia.org/wiki/Help:Contents more help using the wiki.</ref> Feel free to simply remove or if you like move all of this example text to the pages discussion article.

Please feel free to hack this up or delete it, as I could have this all wrong. I just wanted to get this started. Jim P.

*Prius plus:

The Prius Plus is a contactor based conversion for an '04 or newer Prius. A sealed lead-acid battery pack is added along with a standard 120 volt charger and supporting electronics. The converted Prius Plus has an electric only range of about 10-12 miles.

The main components are:
# The PHEV battery pack
# The Charger
# The CAN-View
# Control board

==The PHEV Battery Pack==

The PHEV pack consists of twenty 12 volt 20 amp hour sealed lead acid batteries connected in series. The nominal voltage of the pack is 240 volts and has a total energy storage of about 4.8 kWh (not all usable.) The PHEV battery pack has a higher nominal voltage than the stock NiMH battery and is used to charge the stock NiMH battery. Contactors (large relays) are used to connect and disconnect the PHEV battery pack from the stock battery when charging is needed. The batteries are connected together with 8 gage wire and are protected by 60 amp fuses. A hall sensor attached to this system can give information of how much power the pack is providing.

==The Charger==

The charger runs on standard 120v (or 240v) AC power and is used to recharge the PHEV pack. Three options are planned:
*a Delta-q charger (http://www.delta-q.com) designed for the PbA battery pack, at a projected price of $800. We are in discussions with the company and will soon know if/when pre-production units will be available; UL-approved units are likely to be available in 2007.
*the Brusa NLG503 charger, available through http://www.metricmind.com/index1.htm for $2650 retail including cables (a group rate is possible). Users can reprogram this charger for other voltages and battery chemistries, so it would be a good purchase for developers anticipating an eventual high-tech replacement battery.
*(eventually) the Manzanita Micro PFC-40 charger, available through http://manzanitamicro.com for around $2000. This charger has programmable but less sophisticated charging algorithms, but can also double as a high-power DC:DC converter between the battery packs. Its output is ''not'' line isolated. Its incorporation will require modifications/enhancements of this conversion, and control circuitry and algorithms that have not yet been developed.

Useful information on charging lead-acid batteries can be found at [http://batteryuniversity.com/partone-13.htm http://batteryuniversity.com/partone-13.htm]

==The CAN-View==

The [[CAN-View]] monitors activity on the CAN bus (the bus which the different microprocessors in the Prius communicate) and provides a user interface to the PHEV and instructs the contactors on the PHEV battery pack to open and close to charge the stock battery. CAN-View itself is simple to install and typically requires between a half hour to one and a half hours to install. There are 2 versions of CAN-View currently available. Version 3 requires an '04 or '05 Prius and makes use of the built in display (or [[MFD]]) while Version 4 works with an 04-07 Prius but requires an external touchscreen. For more information, see [[CAN-View]].

The parameters I (Ron) am currently using for the CAN-View relays are as follows (RL2 and RL3 are NOR'd together; the result is OR'd with RL5 OR RL6; the EV-only parameter is not used):

* RL2: > 77 OFF < 75 %SOC -OR- < 55 OFF > 60 CCL for 0 seconds
* RL3: < 40 OFF > 45 mph -OR- < 5 OFF > 20 %throttle for 3 seconds
* RL5: < 200 OFF > 235V -OR- < 200 OFF > 235V for 0 seconds
* RL6: < 60 OFF >63 %SOC -OR- < 60 OFF > 63% SOC for 0 seconds

Note: The result of "RL2 NOR RL3" is the AND of the complement of all four RL2/RL3 conditions. Therefore, the above "(RL2 NOR RL3) OR RL5 OR RL6" control board logic, when simplified (ignoring the "X seconds" timing), becomes the following logic for activating HVRL1, which parallels the PHEV and OEM battery:

( < 77 OFF > 75 % SOC
     -AND- > 55 OFF < 60 CCL
     -AND- > 40 OFF < 45 mph
     -AND- > 5 OFF < 20 %throttle)
         -OR- < 200 OFF > 235V
         -OR- < 60 OFF > 63 %SOC

==Control Circuit Board==

A circuit board is added to control the heaters, fans, contactors, etc. This board also provides an interlock for the charger so that the car cannot be driven away while plugged in to a live outlet.

Sub parts of this board are;
* Power management
* Battery Heating & Cooling
* System diagnostics
* The board itself

===Power Management===

You want the system to know when to send power to the original battery and when it should take power from the regenerative braking system. It should also know when to shut the pack completely down such as when it is empty or when it is charging. Also, you want to tell the Prius battery computer that it has a high State of Charge so it keeps trying to use up the power.

===Battery Heating & Cooling===

Lead acid batteries do not function properly when they are either hot or cold. The pack is heated and cooled as necessary by three Wal-Mart heating pads and three fans. When cooling, the warm air has to go somewhere so it now goes out the two 2” holes under where the spare use to be. The circuit board is responsible for controlling the heaters and fans.

===System Diagnostics===

Let’s say you blow a fuse or something is wrong somewhere how would you know? A ribbon cable is sent to the dash from the circuit board to show lights for what systems are working when.

===The Circuit Board===

It is a small board about 6” by 5” is my guess. I’ve held it but I did not measure it. So you now know what it controls, but it still needs power to run so that is another cable. It talks to the Canview to so yet another cable. It needs cables to the fans, the on off of the heating pads, and the charger too.

==References==
<references/>

PriusPlus

2006-11-18T22:41:29Z

Rgremban:

[[Image:SvensConversionTeamPhotoWNames 061112.jpg|thumb|Team Photo from the [[PriusPlus]] conversion of Sven's Prius from Nov 2006.]]

This is the new home of the PRIUS+ PHEV DIY (Do-it-Yourself) documentation which should follow shortly after the latest conversion of Sven's Prius by CalCars in Nov 2006.

This article explains characteristics of CalCars' PRIUS+ do-it-yourself (DIY) PHEV conversion. It gives our expected timeframe, expected parts availability and costs, and points to the possibility of someone fabricating some of the parts, at guessed-at prices. At the [[Conversion Interest]] page are new questions for our information-gathering. In order to best support everyone's efforts, we have organized a way to determine the interest of people in this group in obtaining various parts and pre-assembled components.

We'd like discussion of this page to happen here on this page’s Discussion tab and general discussion of the conversion to occur on the [[Maillist|eaa-phev maillist]].

----
{{Prius PHEV Options Summary}}

==Preliminary Information==

{{TOCright}}

Original [[:Image:Open letter to PHEV converters 060916 TD-RDG.doc|Document]] ([[Media:Open letter to PHEV converters 060916 TD-RDG.doc|.doc]])

To would-be Prius-to-PHEV converters from Ron Gremban and Tom Driscoll at CalCars, October 4, 2006:

We are still at work on the plans and instructions for a public domain do-it-yourself (DIY) conversion of 2004+ Prii into plug-in hybrids (PHEVs) using (for now) lead-acid (PbA) batteries. The conversion we are documenting has been running very well for many weeks since its last improvements. We are shooting for documentation availability by November 1. It will be published here (at http://www.eaa-phev.org/wiki/PriusPlus).

Our conversion retains the OEM hybrid battery and its management computer while adding a lead-acid pack consisting of 20 BB Battery EVP20-12B 12V, 20 Amp-hour sealed AGM PbA batteries. PbA battery chemistry is very inexpensive but leads to significant limitations (see below). However, with this relatively inexpensive conversion (as little as $4000 parts cost, including the battery) you can be the first in your community to actually own and drive a plug-in hybrid, and you can achieve 100+ mpg (plus electricity) for 15-20 miles/day!

Though we are using the best and most cost-effective PbA modules we could find, a PbA PHEV is neither economically nor operationally up to par. But as of now, it is the only, and especially the only relatively inexpensive, way to own and drive a real PHEV. More advanced batteries are on the way and may well be available by the time (1-2 years from now) the PbA battery needs replacement (see below for specifics).

Below is a fairly comprehensive list of our public domain PbA Prius conversion’s advantages, operating and mechanical characteristics, and limitations:

===Advantages===
*Detailed instructions for easy installation by anyone trained in high-voltage safety
*Pure electric propulsion at up to 34 mph for up to 10-12 miles per charge
*Lower gasoline use at all speeds until the PHEV battery is depleted
*Displacement of gasoline:
**at an equivalent energy cost of less than $1.00/gallon (at up to $0.09/kWh), possibly using low-cost nighttime electricity if your utility provides optional time-of-use metering
**with renewable electricity, if you have solar panels on your home or specifically buy electricity from renewable sources
*No modification of the Prius’ hybrid propulsion system, for uncompromised vehicle reliability
*Several selectable text and graphics display screens for real-time observation of hybrid system and PHEV parameters
*A vacuum-cleaner-like pull-out power cord that plugs into any standard U.S. 15A, 120VAC outlet
*An interlock to prevent driving away while the battery charger is still plugged into a live electrical outlet

===Prius-forced limitations===
*High voltages are involved that can be lethal if not treated with sufficient respect.
**Once the conversion is complete, all high voltages are inside screw- or bolt-secured areas, but these areas are exposed during parts of the conversion process, during battery replacement and other servicing, and possibly after a crash.
**In keeping with hybrid automotive standards, high voltage cabling is labeled with orange (as #4 gauge and larger orange wire is not readily available, we specify the addition of orange shrink-wrap at each end)
*This conversion will no doubt void parts of Toyota’s warranty. U.S. law prohibits aftermarket modifications from voiding any part of a vehicle’s warranty except for problems specifically caused by the modification. If repair of the OEM battery, transaxle, or other parts of the hybrid system becomes necessary, Toyota may argue that the PHEV modification has caused the problem. The outcome is uncertain, see also our [[Warranty]] article.
*EV-only mode (which inhibits ICE operation) works only up to 34 mph, 120A of power (modest acceleration), and a few more obscure limits
*The conversion’s data display can share the vehicle’s multifunction display screen only in 2004-5 Prii; later models require an additional display screen (optional on 2004-5 Prii).

===PbA limitations===
*The conversion adds 300+ lbs to the vehicle’s weight to provide 10 miles of electric range per charge (16.7 usable Wh/kg)
**Though I have safely driven 17,000 miles in my converted Prius, the added weight could possibly cause vehicle instability during driving, and the battery may modify the effectiveness of the vehicle’s rear crush zone.
**Existing conversions sit 1-2 inches low in the rear. Air shocks or heaver-duty rear springs would be nice, but have not yet been developed.
**Though there are indications that improved hybrid efficiency due to a lower combined internal resistance of the two-battery combination at least partially compensates for the added weight, city gasoline mileage is otherwise reduced by up to 10%.
*Operating costs are high due to an expected cycle life of only 300-400 deep cycles, providing only one to two years of daily driving (at 400 cycles, 10 electric miles per 2.1 kWh cycle, and $800/pack, battery cost is $0.95/kWh throughput or $0.20/electric-mile (in addition to the cost of electricity, usually 2-4 cents/mile depending on utility rates).
*For decent battery life, the battery must always be charged within a day of discharge, making charging a required rather than optional operation (if planning to drive to somewhere without access to electricity, temporarily turn off PHEV operation).
*PbA batteries perform very poorly in cold weather. Though our design includes a thermally insulated battery pack, heated during charging, this feature has been insufficiently tested due to moderate California temperatures during development.

===Operational characteristics===
*Entry into EV-only mode is automated. Manual entry is also available. Due to a complex interaction with Toyota’s battery management computer, EV-only mode is unavailable for a short distance (usually less than ½ block) after slowing down from highway speeds.
*The paralleling of the PHEV battery to the OEM battery is switched on and off as needed. Occupants will hear the contactor periodically doing this, but will not directly feel any effects from it.
*The PHEV battery does not have its own battery management computer. As the PHEV battery’s state-of-charge (SOC) decreases, it is put in parallel with the OEM battery more and more continuously. Charge-sustaining operation at the PHEV battery’s minimum intended SOC occurs when the PHEV battery’s voltage matches the voltage of the OEM battery’s 60% SOC voltage well enough that average PHEV battery current becomes zero. This is a soft limit that depends upon driving conditions, temperatures, PHEV battery condition, and the state of the moon; and PHEV operation slowly morphs into hybrid operation rather than changing abruptly. Ordinarily, around 10-13 Amp-hr is removed from the PHEV battery before electric assist is exhausted. The depth-of-discharge (DOD = 100% - SOC) that this corresponds to is anyone’s guess, as due to Peukert’s Law (PbA batteries have lower capacity at high discharge rates) and high, variable discharge rates, the battery pack’s capacity is diminished by a large, unknown amount.
*When the PHEV battery is fully charged, EV-only mode can be sustained up a steep, extended hill at maximum allowable EV-only power (100-120A). At lower states of charge, the voltage may fall, causing the engine to start.
*When going down a long hill at low PHEV battery SOC, some regenerative current does flow back into the PHEV battery. This effect, however, is not as large as would be desirable.
*The Prius’ hybrid system allows EV-only mode only when the OEM battery temperature is below 107 deg F, but non-EV-only maximum battery temperature is enough higher that Toyota’s battery cooling system does not work hard to avoid exceeding 107 degrees. The conversion modifies this system so that the fan comes on at full speed whenever OEM battery temperature is above approximately 90 deg F. This almost always keeps OEM battery temperature within EV-only range, but is somewhat noisy.

===Other characteristics===
*Documentation will include all necessary schematics, wiring diagrams, mechanical assembly drawings, and instructions. We will include pictures and possibly some video sequences. It will probably be helpful at various points to refer to specific Prius Service Manual<ref>awaiting url to Prius Service Manual website.</ref> pages, available for download by paying Toyota $10/day for access (only one day is needed).
*The mechanical design is sturdy and simple. It should be easy for anyone mechanically inclined to build; even more so if and when various prefabricated parts become available.
*However, as potentially lethal voltages are involved, it is important for the high-voltage wiring to be done by an electrician or an engineer experienced with high-voltage safety.
*This design should be adequate to contain the batteries in any normal driving conditions, but extreme or off-road maneuvers could damage the installation, potentially causing a hazard.
*More importantly, though we believe the parts are well-secured, we are not automotive design engineers, the design has not been crash-tested, and its characteristics during and after a crash are unknown. In particular, it is uncertain whether the battery box would remain intact and in place during a roll-over incident.
**PbA modules could tear out of their brackets and fly around the passenger compartment
**Though these AGM PbA modules are not flooded, they could leak acid if crushed.
**Short circuits could arise, causing sparks, hot, molten metal, and possibly igniting a fire.
**The battery pack may modify the characteristics of the vehicle’s rear crush zone.
*This conversion includes a simple and inexpensive insulated battery box that is both air-cooled when necessary and heated as needed, but only during charging.
**The thermostatically-controlled cooling fans need only run at high ambient temperatures, to keep battery temperatures below 120 deg F. However, they are also run during non-heated charging to ensure any venting of the modules is flushed to outside the passenger compartment.
*PbA batteries have increasingly poor operating characteristics at low temperatures, starting around 55 deg F. We thermally insulate and heat them to retain their usefulness down to lower ambient temperatures. An advantage of retaining the OEM battery for normal hybrid operation is that poor PbA cold-weather performance affects only PHEV, not normal hybrid, operation.
**Since we have not come up with a scheme to heat the battery pack from waste engine heat, and electric heating from the battery would be unproductive, we heat electrically only during charging. This should keep the battery pack sufficiently warm for effective charging and for several hours thereafter in most climates. The system has not been sufficiently tested, however, due to very moderate California weather during development.
**Heating is accomplished via ordinary drugstore electric heating pads, thermostatically controlled via a thermistor and powered by the AC line during charging. They consume about 100 watts when in use, so overnight heating can add 1 kWh, or around 25%, to cold-weather electricity consumption.

===Planned Enhancements/Options===
*A new version of the logic board is planned. Instead of relay and discrete transistor logic, it will use IC logic, a PLA, and/or a microcontroller. It will be designed, as much as possible, to accomodate a DC:DC converter such as the Manzanita Micro PFC-40, various battery chemistries, various separate PHEV battery management systems (BMS), and digital data acquisition.
*[http://manzanitamicro.com Manzanita Micro] is designing a [[PiPrius]] PHEV conversion kit for sale, using a lower-voltage pack of larger PbA batteries and their [http://manzanitamicro.com/chargers3.htm PFC-40 charger] as both a charger and DC:DC converter between batteries. It is our intention to develop a version of this conversion that uses the PFC-40 in the same ways. It will probably require the next version of our logic board, and will have the following relative characteristics:
**Advantages
***Lower peak currents in both batteries, due to a 40A current limit between them
***Increased regenerative braking back into the PHEV battery, mainly valuable during extended downhill grades
***Possibly slightly longer EV range, due to the above advantages
***A range of PHEV battery voltages can be accomodated.
***Various battery chemistries can be used and accurately kept within their specifications by the required battery management system (BMS).
***Because the PHEV battery must have a BMS, it is possible to more carefully control its minimum state-of-charge (SOC), thereby more carefully trading off useful capacity vs. cycle life.
**Disadvantages
***During charge, the battery pack is not isolated from input power. This means extra care must be taken to electrically insulate the battery pack from the vehicle chassis, the hybrid system, and all possible human contact points.
***The batteries are not kept in parallel during post-PHEV hybrid operations, possibly limiting hybrid efficiency to that of an unmodified Prius. More complex PFC-40 switching may minimize or eliminate this effect.
***Unless voltage minima and maxima turn out to be sufficient cues, a battery management system (BMS), including reasonably accurate state-of-charge (SOC) measurement, will be required to maintain SOC limits.

===Advanced batteries===
*More advanced batteries may be retrofittable to the conversion. This will probably require upgrading to CalCars’ not-yet-designed next version of logic board, and will also probably require additional battery management electronics. Any new battery’s enclosure, mounting, and thermal management system will no doubt also be very different.

Possible future batteries and their likely characteristics (incl. low-volume pricing):

Example pack
{| border=1 cellpadding=2 |
| Chemistry || || Usable Wh/kg || Cycle life || Yr daily driving || $/usable kWh || $/kWh thruput || Cents/ EV-mi || kWh || $ || EV mi || Wt, lb
|-
| PbA (current) || || 16 || 400 || 1.1 || $380 || $0.95 || 20.0 || 2.1 || $ 798 || 10 || 289
|-
| NiMH || worst || 36 || 2000 || 5.5 || $1,200 || $0.60 || 12.6 || 4.2 || $5,040 || 20 || 257
|-
| NiMH || best || 36 || 4000 || 11.0 || $800 || $0.20 || 4.2 || 4.2 || $3,360 || 20 || 257
|-
| Li-ion || worst || 56 || 1000 || 2.7 || $1,200 || $1.20 || 25.2 || 4.2 || $5,040 || 20 || 165
|-
| Li-ion || best || 100 || 4000 || 11.0 || $800 || $0.20 || 4.2 || 6.3 || $5,040 || 30 || 139
|-
| NiZn || worst || 36 || 500 || 1.4 || $500 || $1.00 || 21.0 || 4.2 || $2,100 || 20 || 257
|-
| NiZn || best || 36 || 2000 || 5.5 || $350 || $0.18 || 3.7 || 4.2 || $1,470 || 20 || 257
|-
| Firefly PbA || worst || 36 || 1000 || 2.7 || $350 || $0.35 || 7.4 || 4.2 || $1,470 || 20 || 257
|-
| Firefly PbA || best || 45 || 4000 || 11.0 || $250 || $0.06 || 1.3 || 5.25 || $1,313 || 25 || 257
|}

Note that figures are for usable, not total, capacity in kWh (usually 80%, but much less for the current PbA pack (4.8 kWh total capacity), due to Peukert’s Law).

===Parts availability===
All parts are off-the-shelf with the following exceptions:
*the logic board
**Once we know demand, we will order a bunch fabricated. Post-fabrication rework is also required due to major architectural changes since its inception.
**A reworked, stuffed, and fully-tested form of this board may be made available at some point. If so, it will probably cost hundreds of dollars and save 20-40 hours of parts purchase, identification, stuffing, soldering, and testing.
**We do plan to redesign this board in the future, using IC logic, a PLA, and/or a microcontroller. The new version will probably be required for eventual upgrade of a conversion to use a more advanced battery pack.
*a version of [http://www.hybridinterfaces.ca CAN-View] with relays to control the conversion. 2006+ Prii require a version capable of driving an add-on touch-screen; this should be available by the time anyone needs it.
*a charger designed for the PbA battery pack. Three options are planned:
**a Delta-q charger (http://www.delta-q.com) designed for the PbA battery pack, at a projected price of $800. We are in discussions with the company and will soon know if/when pre-production units will be available; UL-approved units are likely to be available in 2007.
**the Brusa NLG503 charger, available through http://www.metricmind.com/index1.htm for $2650 retail including cables (a group rate is possible). Users can reprogram this charger for other voltages and battery chemistries, so it would be a good purchase for developers anticipating an eventual high-tech replacement battery.
**(eventually) the Manzanita Micro PFC-40 charger, available through http://manzanitamicro.com for around $2000. This charger has programmable but less sophisticated charging algorithms, but can also double as a high-power DC:DC converter between the battery packs. Its output is ''not'' line isolated. Its incorporation will require modifications/enhancements of this conversion, and control circuitry and algorithms that have not yet been developed.
*mechanical parts that require fabrication from off-the-shelf pieces such as angle aluminum and sheets of ABS, plexiglass, and/or lexan (polycarbonate)
**Some of these parts may eventually become available prefabricated.
*We, or some other suppler or affiliate, may offer various components to speed and simplify the conversion. We’re interested (see the [[Conversion Interest]] page) in knowing how much interest there is for pre-assembled (or at least pre-cut) components, at a higher cost than fabrication via you own free labor but no doubt lower than what you would have to pay a fabricator.

The table below outlines approximate component costs, as well as estimated labor costs for component fabrication or assembly. A range is given, as the number of components made and where they are done has a great bearing on the final cost. We are not fabricators, professional assemblers, or product retailers, so these are guesses as to what a for-profit company or craftsman would charge. If a great number of kits or components are desired, offshore fabricators may beat these estimates by a lot.

''Please answer the new questions for our information-gathering at the [[Conversion Interest]] page.''

::{| border=1 cellpadding=2 |
| colspan=2 |
Estimated Fabrication Costs
|-
| Assembled and tested circuit board || $250-500
|-
| Battery tray (4 needed) || $150-250
|-
| Battery box top || $150-200
|-
| Battery box foundation || $150-200
|-
| Electronics tray, assembled and wired || $500-1K
|-
| Set of pre-built battery cables || $150-200
|-
| Pre-built low-power wiring harness || $150-300
|-
| Total (including 4 trays) || $1950-2500
|}
These are estimates for the labor only; approximate components costs are below.

:::{| border=1 cellpadding=2 |
| Est. Component Costs || Min || Max
|-
| Battery set (20 + 2 spares) || 900 || 1100
|-
| Battery wire & lugs || 100 || 150
|-
| Heating pads & insulation || 100 || 100
|-
| CAN-View || 600 || 600
|-
| Display (opt for 2004-5 Prii) || 0 || 200
|-
| Charger (Delta-q or Brusa) || 800 || 2500
|-
| Cord reel & base, brackets || 100 ||100
|-
| Contactors (3) || 240 || 330
|-
| Fuses & holders 60 A (2) || 100 || 150
|-
| Fans (3) || 60 || 120
|-
| All metal & plastic || 200 || 300
|-
| Circuit board || 100 || 100
|-
| Circuit board components || 200 || 300
|-
| Connectors || 200 || 300
|-
| Misc. electronics || 150 || 200
|-
| Total || 3850 || 6550
|}

{{Disclaimer}}

===References===
<references/>

[[Category:PHEV]]
[[Category:Prius]]
[[Category:Prius PHEV]]
[[Category:PriusPlus]]
[[Category:CalCars]]

PriusPlus

2006-10-22T09:27:04Z

Rgremban: Moved new survey to Conversion Interest page + minor things

This is the new home of the PRIUS+ PHEV DIY (Do-it-Yourself) documentation...

This article explains characteristics of CalCars' PRIUS+ do-it-yourself (DIY) PHEV conversion. It gives our expected timeframe, expected parts availability and costs, and points to the possibility of someone fabricating some of the parts, at guessed-at prices. At the [http://www.eaa-phev.org/wiki/Conversion_Interest Conversion Interest] page are new questions for our information-gathering. In order to best support everyone's efforts, we have organized a way to determine the interest of people in this group in obtaining various parts and pre-assembled components.

We'd like discussion of this page to happen here on this page’s Discussion tab and general discussion of the conversion to occur on the [[Maillist|eaa-phev maillist]].

==Preliminary Information==

{{TOCright}}

Original [[:Image:Open letter to PHEV converters 060916 TD-RDG.doc|Document]] ([[Media:Open letter to PHEV converters 060916 TD-RDG.doc|.doc]])

To would-be Prius-to-PHEV converters from Ron Gremban and Tom Driscoll at CalCars, October 4, 2006:

We are still at work on the plans and instructions for a public domain do-it-yourself (DIY) conversion of 2004+ Prii into plug-in hybrids (PHEVs) using (for now) lead-acid (PbA) batteries. The conversion we are documenting has been running very well for many weeks since its last improvements. We are shooting for documentation availability by November 1. It will be published here (at http://www.eaa-phev.org/wiki/PriusPlus).

Our conversion retains the OEM hybrid battery and its management computer while adding a lead-acid pack consisting of 20 BB Battery EVP20-12B 12V, 20 Amp-hour sealed AGM PbA batteries. PbA battery chemistry is very inexpensive but leads to significant limitations (see below). However, with this relatively inexpensive conversion (as little as $4000 parts cost, including the battery) you can be the first in your community to actually own and drive a plug-in hybrid, and you can achieve 100+ mpg (plus electricity) for 15-20 miles/day!

Though we are using the best and most cost-effective PbA modules we could find, a PbA PHEV is neither economically nor operationally up to par. But as of now, it is the only, and especially the only relatively inexpensive, way to own and drive a real PHEV. More advanced batteries are on the way and may well be available by the time (1-2 years from now) the PbA battery needs replacement (see below for specifics).

Below is a fairly comprehensive list of our public domain PbA Prius conversion’s advantages, operating and mechanical characteristics, and limitations:

===Advantages===
*Detailed instructions for easy installation by anyone trained in high-voltage safety
*Pure electric propulsion at up to 34 mph for up to 10-12 miles per charge
*Lower gasoline use at all speeds until the PHEV battery is depleted
*Displacement of gasoline:
**at an equivalent energy cost of less than $1.00/gallon (at up to $0.09/kWh), possibly using low-cost nighttime electricity if your utility provides optional time-of-use metering
**with renewable electricity, if you have solar panels on your home or specifically buy electricity from renewable sources
*No modification of the Prius’ hybrid propulsion system, for uncompromised vehicle reliability
*Several selectable text and graphics display screens for real-time observation of hybrid system and PHEV parameters
*A vacuum-cleaner-like pull-out power cord that plugs into any standard U.S. 15A, 120VAC outlet
*An interlock to prevent driving away while the battery charger is still plugged into a live electrical outlet

===Prius-forced limitations===
*High voltages are involved that can be lethal if not treated with sufficient respect.
**Once the conversion is complete, all high voltages are inside screw- or bolt-secured areas, but these areas are exposed during parts of the conversion process, during battery replacement and other servicing, and possibly after a crash.
**In keeping with hybrid automotive standards, high voltage cabling is labeled with orange (as #4 gauge and larger orange wire is not readily available, we specify the addition of orange shrink-wrap at each end)
*This conversion will no doubt void parts of Toyota’s warranty. U.S. law prohibits aftermarket modifications from voiding any part of a vehicle’s warranty except for problems specifically caused by the modification. If repair of the OEM battery, transaxle, or other parts of the hybrid system becomes necessary, Toyota may argue that the PHEV modification has caused the problem. The outcome is uncertain, see also our [[Warranty]] article.
*EV-only mode (which inhibits ICE operation) works only up to 34 mph, 120A of power (modest acceleration), and a few more obscure limits
*The conversion’s data display can share the vehicle’s multifunction display screen only in 2004-5 Prii; later models require an additional display screen (optional on 2004-5 Prii).

===PbA limitations===
*The conversion adds 300+ lbs to the vehicle’s weight to provide 10 miles of electric range per charge (16.7 usable Wh/kg)
**Though I have safely driven 17,000 miles in my converted Prius, the added weight could possibly cause vehicle instability during driving, and the battery may modify the effectiveness of the vehicle’s rear crush zone.
**Existing conversions sit 1-2 inches low in the rear. Air shocks or heaver-duty rear springs would be nice, but have not yet been developed.
**Though there are indications that improved hybrid efficiency due to a lower combined internal resistance of the two-battery combination at least partially compensates for the added weight, city gasoline mileage is otherwise reduced by up to 10%.
*Operating costs are high due to an expected cycle life of only 300-400 deep cycles, providing only one to two years of daily driving (at 400 cycles, 10 electric miles per 2.1 kWh cycle, and $800/pack, battery cost is $0.95/kWh throughput or $0.20/electric-mile (in addition to the cost of electricity, usually 2-4 cents/mile depending on utility rates).
*For decent battery life, the battery must always be charged within a day of discharge, making charging a required rather than optional operation (if planning to drive to somewhere without access to electricity, temporarily turn off PHEV operation).
*PbA batteries perform very poorly in cold weather. Though our design includes a thermally insulated battery pack, heated during charging, this feature has been insufficiently tested due to moderate California temperatures during development.

===Operational characteristics===
*Entry into EV-only mode is automated. Manual entry is also available. Due to a complex interaction with Toyota’s battery management computer, EV-only mode is unavailable for a short distance (usually less than ½ block) after slowing down from highway speeds.
*The paralleling of the PHEV battery to the OEM battery is switched on and off as needed. Occupants will hear the contactor periodically doing this, but will not directly feel any effects from it.
*The PHEV battery does not have its own battery management computer. As the PHEV battery’s state-of-charge (SOC) decreases, it is put in parallel with the OEM battery more and more continuously. Charge-sustaining operation at the PHEV battery’s minimum intended SOC occurs when the PHEV battery’s voltage matches the voltage of the OEM battery’s 60% SOC voltage well enough that average PHEV battery current becomes zero. This is a soft limit that depends upon driving conditions, temperatures, PHEV battery condition, and the state of the moon; and PHEV operation slowly morphs into hybrid operation rather than changing abruptly. Ordinarily, around 10-13 Amp-hr is removed from the PHEV battery before electric assist is exhausted. The depth-of-discharge (DOD = 100% - SOC) that this corresponds to is anyone’s guess, as due to Peukert’s Law (PbA batteries have lower capacity at high discharge rates) and high, variable discharge rates, the battery pack’s capacity is diminished by a large, unknown amount.
*When the PHEV battery is fully charged, EV-only mode can be sustained up a steep, extended hill at maximum allowable EV-only power (100-120A). At lower states of charge, the voltage may fall, causing the engine to start.
*When going down a long hill at low PHEV battery SOC, some regenerative current does flow back into the PHEV battery. This effect, however, is not as large as would be desirable.
*The Prius’ hybrid system allows EV-only mode only when the OEM battery temperature is below 107 deg F, but non-EV-only maximum battery temperature is enough higher that Toyota’s battery cooling system does not work hard to avoid exceeding 107 degrees. The conversion modifies this system so that the fan comes on at full speed whenever OEM battery temperature is above approximately 90 deg F. This almost always keeps OEM battery temperature within EV-only range, but is somewhat noisy.

===Other characteristics===
*Documentation will include all necessary schematics, wiring diagrams, mechanical assembly drawings, and instructions. We will include pictures and possibly some video sequences. It will probably be helpful at various points to refer to specific Prius Service Manual<ref>awaiting url to Prius Service Manual website.</ref> pages, available for download by paying Toyota $10/day for access (only one day is needed).
*The mechanical design is sturdy and simple. It should be easy for anyone mechanically inclined to build; even more so if and when various prefabricated parts become available.
*However, as potentially lethal voltages are involved, it is important for the high-voltage wiring to be done by an electrician or an engineer experienced with high-voltage safety.
*This design should be adequate to contain the batteries in any normal driving conditions, but extreme or off-road maneuvers could damage the installation, potentially causing a hazard.
*More importantly, though we believe the parts are well-secured, we are not automotive design engineers, the design has not been crash-tested, and its characteristics during and after a crash are unknown. In particular, it is uncertain whether the battery box would remain intact and in place during a roll-over incident.
**PbA modules could tear out of their brackets and fly around the passenger compartment
**Though these AGM PbA modules are not flooded, they could leak acid if crushed.
**Short circuits could arise, causing sparks, hot, molten metal, and possibly igniting a fire.
**The battery pack may modify the characteristics of the vehicle’s rear crush zone.
*This conversion includes a simple and inexpensive insulated battery box that is both air-cooled when necessary and heated as needed, but only during charging.
**The thermostatically-controlled cooling fans need only run at high ambient temperatures, to keep battery temperatures below 120 deg F. However, they are also run during non-heated charging to ensure any venting of the modules is flushed to outside the passenger compartment.
*PbA batteries have increasingly poor operating characteristics at low temperatures, starting around 55 deg F. We thermally insulate and heat them to retain their usefulness down to lower ambient temperatures. An advantage of retaining the OEM battery for normal hybrid operation is that poor PbA cold-weather performance affects only PHEV, not normal hybrid, operation.
**Since we have not come up with a scheme to heat the battery pack from waste engine heat, and electric heating from the battery would be unproductive, we heat electrically only during charging. This should keep the battery pack sufficiently warm for effective charging and for several hours thereafter in most climates. The system has not been sufficiently tested, however, due to very moderate California weather during development.
**Heating is accomplished via ordinary drugstore electric heating pads, thermostatically controlled via a thermistor and powered by the AC line during charging. They consume about 100 watts when in use, so overnight heating can add 1 kWh, or around 25%, to cold-weather electricity consumption.

===Planned Enhancements/Options===
*A new version of the logic board is planned. Instead of relay and discrete transistor logic, it will use IC logic, a PLA, and/or a microcontroller. It will be designed, as much as possible, to accomodate a DC:DC converter such as the Manzanita Micro PFC-40, various battery chemistries, various separate PHEV battery management systems (BMS), and digital data acquisition.
*[http://manzanitamicro.com Manzanita Micro] is designing a [http://www.eaa-phev.org/wiki/PiPrius PiPrius PHEV conversion kit] for sale, using a lower-voltage pack of larger PbA batteries and their [http://manzanitamicro.com/chargers3.htm PFC-40 charger] as both a charger and DC:DC converter between batteries. It is our intention to develop a version of this conversion that uses the PFC-40 in the same ways. It will probably require the next version of our logic board, and will have the following relative characteristics:
**Advantages
***Lower peak currents in both batteries, due to a 40A current limit between them
***Increased regenerative braking back into the PHEV battery, mainly valuable during extended downhill grades
***Possibly slightly longer EV range, due to the above advantages
***A range of PHEV battery voltages can be accomodated.
***Various battery chemistries can be used and accurately kept within their specifications by the required battery management system (BMS).
***Because the PHEV battery must have a BMS, it is possible to more carefully control its minimum state-of-charge (SOC), thereby more carefully trading off useful capacity vs. cycle life.
**Disadvantages
***During charge, the battery pack is not isolated from input power. This means extra care must be taken to electrically insulate the battery pack from the vehicle chassis, the hybrid system, and all possible human contact points.
***The batteries are not kept in parallel during post-PHEV hybrid operations, possibly limiting hybrid efficiency to that of an unmodified Prius. More complex PFC-40 switching may minimize or eliminate this effect.
***Unless voltage minima and maxima turn out to be sufficient cues, a battery management system (BMS), including reasonably accurate state-of-charge (SOC) measurement, will be required to maintain SOC limits.

===Advanced batteries===
*More advanced batteries may be retrofittable to the conversion. This will probably require upgrading to CalCars’ not-yet-designed next version of logic board, and will also probably require additional battery management electronics. Any new battery’s enclosure, mounting, and thermal management system will no doubt also be very different.

Possible future batteries and their likely characteristics (incl. low-volume pricing):

Example pack
{| border=1 cellpadding=2 |
| Chemistry || || Usable Wh/kg || Cycle life || Yr daily driving || $/usable kWh || $/kWh thruput || Cents/ EV-mi || kWh || $ || EV mi || Wt, lb
|-
| PbA (current) || || 16 || 400 || 1.1 || $380 || $0.95 || 20.0 || 2.1 || $ 798 || 10 || 289
|-
| NiMH || worst || 36 || 2000 || 5.5 || $1,200 || $0.60 || 12.6 || 4.2 || $5,040 || 20 || 257
|-
| NiMH || best || 36 || 4000 || 11.0 || $800 || $0.20 || 4.2 || 4.2 || $3,360 || 20 || 257
|-
| Li-ion || worst || 56 || 1000 || 2.7 || $1,200 || $1.20 || 25.2 || 4.2 || $5,040 || 20 || 165
|-
| Li-ion || best || 100 || 4000 || 11.0 || $800 || $0.20 || 4.2 || 6.3 || $5,040 || 30 || 139
|-
| NiZn || worst || 36 || 500 || 1.4 || $500 || $1.00 || 21.0 || 4.2 || $2,100 || 20 || 257
|-
| NiZn || best || 36 || 2000 || 5.5 || $350 || $0.18 || 3.7 || 4.2 || $1,470 || 20 || 257
|-
| Firefly PbA || worst || 36 || 1000 || 2.7 || $350 || $0.35 || 7.4 || 4.2 || $1,470 || 20 || 257
|-
| Firefly PbA || best || 45 || 4000 || 11.0 || $250 || $0.06 || 1.3 || 5.25 || $1,313 || 25 || 257
|}

Note that figures are for usable, not total, capacity in kWh (usually 80%, but much less for the current PbA pack (4.8 kWh total capacity), due to Peukert’s Law).

===Parts availability===
All parts are off-the-shelf with the following exceptions:
*the logic board
**Once we know demand, we will order a bunch fabricated. Post-fabrication rework is also required due to major architectural changes since its inception.
**A reworked, stuffed, and fully-tested form of this board may be made available at some point. If so, it will probably cost hundreds of dollars and save 20-40 hours of parts purchase, identification, stuffing, soldering, and testing.
**We do plan to redesign this board in the future, using IC logic, a PLA, and/or a microcontroller. The new version will probably be required for eventual upgrade of a conversion to use a more advanced battery pack.
*a version of [http://www.hybridinterfaces.ca CAN-View] with relays to control the conversion. 2006+ Prii require a version capable of driving an add-on touch-screen; this should be available by the time anyone needs it.
*a charger designed for the PbA battery pack. Three options are planned:
**a Delta-q charger (http://www.delta-q.com) designed for the PbA battery pack, at a projected price of $800. We are in discussions with the company and will soon know if/when pre-production units will be available; UL-approved units are likely to be available in 2007.
**the Brusa NLG503 charger, available through http://www.metricmind.com/index1.htm for $2650 retail including cables (a group rate is possible). Users can reprogram this charger for other voltages and battery chemistries, so it would be a good purchase for developers anticipating an eventual high-tech replacement battery.
**(eventually) the Manzanita Micro PFC-40 charger, available through http://manzanitamicro.com for around $2000. This charger has programmable but less sophisticated charging algorithms, but can also double as a high-power DC:DC converter between the battery packs. Its output is ''not'' line isolated. Its incorporation will require modifications/enhancements of this conversion, and control circuitry and algorithms that have not yet been developed.
*mechanical parts that require fabrication from off-the-shelf pieces such as angle aluminum and sheets of ABS, plexiglass, and/or lexan (polycarbonate)
**Some of these parts may eventually become available prefabricated.
*We, or some other suppler or affiliate, may offer various components to speed and simplify the conversion. We’re interested (see the [http://www.eaa-phev.org/index.php?title=Conversion_Interest Conversion Interest] page) in knowing how much interest there is for pre-assembled (or at least pre-cut) components, at a higher cost than fabrication via you own free labor but no doubt lower than what you would have to pay a fabricator.

The table below outlines approximate component costs, as well as estimated labor costs for component fabrication or assembly. A range is given, as the number of components made and where they are done has a great bearing on the final cost. We are not fabricators, professional assemblers, or product retailers, so these are guesses as to what a for-profit company or craftsman would charge. If a great number of kits or components are desired, offshore fabricators may beat these estimates by a lot.

''Please answer the new questions for our information-gathering at the [http://www.eaa-phev.org/wiki/Conversion_Interest Conversion Interest] page.''

::{| border=1 cellpadding=2 |
| colspan=2 |
Estimated Fabrication Costs
|-
| Assembled and tested circuit board || $250-500
|-
| Battery tray (4 needed) || $150-250
|-
| Battery box top || $150-200
|-
| Battery box foundation || $150-200
|-
| Electronics tray, assembled and wired || $500-1K
|-
| Set of pre-built battery cables || $150-200
|-
| Pre-built low-power wiring harness || $150-300
|-
| Total (including 4 trays) || $1950-2500
|}
These are estimates for the labor only; approximate components costs are below.

:::{| border=1 cellpadding=2 |
| Est. Component Costs || Min || Max
|-
| Battery set (20 + 2 spares) || 900 || 1100
|-
| Battery wire & lugs || 100 || 150
|-
| Heating pads & insulation || 100 || 100
|-
| CAN-View || 600 || 600
|-
| Display (opt for 2004-5 Prii) || 0 || 200
|-
| Charger (Delta-q or Brusa) || 800 || 2500
|-
| Cord reel & base, brackets || 100 ||100
|-
| Contactors (3) || 240 || 330
|-
| Fuses & holders 60 A (2) || 100 || 150
|-
| Fans (3) || 60 || 120
|-
| All metal & plastic || 200 || 300
|-
| Circuit board || 100 || 100
|-
| Circuit board components || 200 || 300
|-
| Connectors || 200 || 300
|-
| Misc. electronics || 150 || 200
|-
| Total || 3850 || 6550
|}

{{Disclaimer}}

===References===
<references/>

[[Category:PHEV]]
[[Category:Prius]]
[[Category:Prius PHEV]]
[[Category:PriusPlus]]
[[Category:CalCars]]

Conversion Interest

2006-10-22T09:02:14Z

Rgremban: New survey; please respond

'''Please see the current state of documentation and questions at [[PriusPlus]]; and discussion at [[Talk:PriusPlus]].'''

----

''Per [http://autos.groups.yahoo.com/group/eaa-phev/message/448 eaa-phev maillist 'Conversion instructions' message of 10/18/2006]''

Request for Show of Interest in Converting Prius to PHEV Instructions

Please respond directly to [mailto:tdriscoll@calcars.org tdriscoll@calcars.org] by copying these questions into your message and adding your answer after each one. Any response is not a commitment to buy anything, or an order, but a way to help us make it easy for you by helping determine how far to go in having components made.
We want to know from the converters the following:

:1. How definite are you about doing a conversion with our open source plans?

:2. What is your timeframe?

:3. What fabricated components or assemblies are you interested in buying, at the following estimated prices?

::{| border=1 cellpadding=2 |
| colspan=2 |
Estimated Fabrication Costs
|-
| Assembled and tested circuit board || $250-500
|-
| Battery tray (4 needed) || $150-250
|-
| Battery box top || $150-200
|-
| Battery box foundation || $150-200
|-
| Electronics tray, assembled and wired || $500-1K
|-
| Set of pre-built battery cables || $150-200
|-
| Pre-built low-power wiring harness || $150-300
|-
| Total (including 4 trays) || $1950-2500
|}
These are estimates for the labor only; approximate components costs are at [http://www.eaa-phev.org/wiki/PriusPlus#Parts_availability PriusPlus#Parts_availability].

:4. Are you interested in becoming a fabricator and/or kit supplier?

This question applies to for-profit businesses (we know of one or two who may be interested) as well as to individuals.
::a. Are you interested in fabricating subassemblies? If so, which ones?
::b. Are you interested in assembling components into full or partial kits?
::c. Would you be interested in organizing the orders? We need a volunteer or for-profit business to organize this process of deciding what the interest is, what can be economically be built given that interest, who will do it; then how to commission, order, pay for, collect, store, and deliver the parts and subassemblies.

== References ==
<references/>

{{Disclaimer}}

 
 

[[Category:Prius]]
[[Category:PHEV]]
[[Category:Prius PHEV]]
[[Category:CalCars]]
[[Category:PriusPlus]]

PriusPlus

2006-10-22T08:33:06Z

Rgremban: Added Planned Enhancements/Options section

This is the future home of the PriusPlus PHEV DIY (Do-it-Yourself) documentation...

This article explains characteristics of CalCars' PRIUS+ do-it-yourself (DIY) PHEV conversion. It gives our expected timeframe, expected parts availability and costs, and points to the possibility of someone fabricating some of the parts, at guessed-at prices. At the end are some new questions for our information-gathering, in order to best support everyone's efforts.

We have organized a way to determine the interest of people in this group in obtaining various components and pre-assembled components. For now, we'd like discussion of this page to happen here on this page’s Discussion tab and on the [[Maillist|eaa-phev maillist]]. (You can ignore the link at the top of this page to "Conversion Interest" – until we update that page (and remove this comment), the recent email message to the EAA-PHEV mail list supercedes it.)

==Preliminary Information==

{{TOCright}}

Original [[:Image:Open letter to PHEV converters 060916 TD-RDG.doc|Document]] ([[Media:Open letter to PHEV converters 060916 TD-RDG.doc|.doc]])

To would-be Prius-to-PHEV converters from Ron Gremban and Tom Driscoll at CalCars, October 4, 2006:

We are still at work on the plans and instructions for a public domain do-it-yourself (DIY) conversion of 2004+ Prii into plug-in hybrids (PHEVs) using (for now) lead-acid (PbA) batteries. The conversion we are documenting has been running very well for many weeks since its last improvements. We are shooting for documentation availability by November 1. It will be published here (at http://www.eaa-phev.org/wiki/PriusPlus).

Our conversion retains the OEM hybrid battery and its management computer while adding a lead-acid pack consisting of 20 BB Battery EVP20-12B 12V, 20 Amp-hour sealed AGM PbA batteries. PbA battery chemistry is very inexpensive but leads to significant limitations (see below). However, with this relatively inexpensive conversion (as little as $4000 parts cost, including the battery) you can be the first in your community to actually own and drive a plug-in hybrid, and you can achieve 100+ mpg (plus electricity) for 15-20 miles/day!

Though we are using the best and most cost-effective PbA modules we could find, a PbA PHEV is neither economically nor operationally up to par. But as of now, it is the only, and especially the only relatively inexpensive, way to own and drive a real PHEV. More advanced batteries are on the way and may well be available by the time (1-2 years from now) the PbA battery needs replacement (see below for specifics).

Below is a fairly comprehensive list of our public domain PbA Prius conversion’s advantages, operating and mechanical characteristics, and limitations:

===Advantages===
*Detailed instructions for easy installation by anyone trained in high-voltage safety
*Pure electric propulsion at up to 34 mph for up to 10-12 miles per charge
*Lower gasoline use at all speeds until the PHEV battery is depleted
*Displacement of gasoline:
**at an equivalent energy cost of less than $1.00/gallon (at up to $0.09/kWh), possibly using low-cost nighttime electricity if your utility provides optional time-of-use metering
**with renewable electricity, if you have solar panels on your home or specifically buy electricity from renewable sources
*No modification of the Prius’ hybrid propulsion system, for uncompromised vehicle reliability
*Several selectable text and graphics display screens for real-time observation of hybrid system and PHEV parameters
*A vacuum-cleaner-like pull-out power cord that plugs into any standard U.S. 15A, 120VAC outlet
*An interlock to prevent driving away while the battery charger is still plugged into a live electrical outlet

===Prius-forced limitations===
*High voltages are involved that can be lethal if not treated with sufficient respect.
**Once the conversion is complete, all high voltages are inside screw- or bolt-secured areas, but these areas are exposed during parts of the conversion process, during battery replacement and other servicing, and possibly after a crash.
**In keeping with hybrid automotive standards, high voltage cabling is labeled with orange (as #4 gauge and larger orange wire is not readily available, we specify the addition of orange shrink-wrap at each end)
*This conversion will no doubt void parts of Toyota’s warranty. U.S. law prohibits aftermarket modifications from voiding any part of a vehicle’s warranty except for problems specifically caused by the modification. If repair of the OEM battery, transaxle, or other parts of the hybrid system becomes necessary, Toyota may argue that the PHEV modification has caused the problem. The outcome is uncertain, see also our [[Warranty]] article.
*EV-only mode (which inhibits ICE operation) works only up to 34 mph, 120A of power (modest acceleration), and a few more obscure limits
*The conversion’s data display can share the vehicle’s multifunction display screen only in 2004-5 Prii; later models require an additional display screen (optional on 2004-5 Prii).

===PbA limitations===
*The conversion adds 300+ lbs to the vehicle’s weight to provide 10 miles of electric range per charge (16.7 usable Wh/kg)
**Though I have safely driven 17,000 miles in my converted Prius, the added weight could possibly cause vehicle instability during driving, and the battery may modify the effectiveness of the vehicle’s rear crush zone.
**Existing conversions sit 1-2 inches low in the rear. Air shocks or heaver-duty rear springs would be nice, but have not yet been developed.
**Though there are indications that improved hybrid efficiency due to a lower combined internal resistance of the two-battery combination at least partially compensates for the added weight, city gasoline mileage is otherwise reduced by up to 10%.
*Operating costs are high due to an expected cycle life of only 300-400 deep cycles, providing only one to two years of daily driving (at 400 cycles, 10 electric miles per 2.1 kWh cycle, and $800/pack, battery cost is $0.95/kWh throughput or $0.20/electric-mile (in addition to the cost of electricity, usually 2-4 cents/mile depending on utility rates).
*For decent battery life, the battery must always be charged within a day of discharge, making charging a required rather than optional operation (if planning to drive to somewhere without access to electricity, temporarily turn off PHEV operation).
*PbA batteries perform very poorly in cold weather. Though our design includes a thermally insulated battery pack, heated during charging, this feature has been insufficiently tested due to moderate California temperatures during development.

===Operational characteristics===
*Entry into EV-only mode is automated. Manual entry is also available. Due to a complex interaction with Toyota’s battery management computer, EV-only mode is unavailable for a short distance (usually less than ½ block) after slowing down from highway speeds.
*The paralleling of the PHEV battery to the OEM battery is switched on and off as needed. Occupants will hear the contactor periodically doing this, but will not directly feel any effects from it.
*The PHEV battery does not have its own battery management computer. As the PHEV battery’s state-of-charge (SOC) decreases, it is put in parallel with the OEM battery more and more continuously. Charge-sustaining operation at the PHEV battery’s minimum intended SOC occurs when the PHEV battery’s voltage matches the voltage of the OEM battery’s 60% SOC voltage well enough that average PHEV battery current becomes zero. This is a soft limit that depends upon driving conditions, temperatures, PHEV battery condition, and the state of the moon; and PHEV operation slowly morphs into hybrid operation rather than changing abruptly. Ordinarily, around 10-13 Amp-hr is removed from the PHEV battery before electric assist is exhausted. The depth-of-discharge (DOD = 100% - SOC) that this corresponds to is anyone’s guess, as due to Peukert’s Law (PbA batteries have lower capacity at high discharge rates) and high, variable discharge rates, the battery pack’s capacity is diminished by a large, unknown amount.
*When the PHEV battery is fully charged, EV-only mode can be sustained up a steep, extended hill at maximum allowable EV-only power (100-120A). At lower states of charge, the voltage may fall, causing the engine to start.
*When going down a long hill at low PHEV battery SOC, some regenerative current does flow back into the PHEV battery. This effect, however, is not as large as would be desirable.
*The Prius’ hybrid system allows EV-only mode only when the OEM battery temperature is below 107 deg F, but non-EV-only maximum battery temperature is enough higher that Toyota’s battery cooling system does not work hard to avoid exceeding 107 degrees. The conversion modifies this system so that the fan comes on at full speed whenever OEM battery temperature is above approximately 90 deg F. This almost always keeps OEM battery temperature within EV-only range, but is somewhat noisy.

===Other characteristics===
*Documentation will include all necessary schematics, wiring diagrams, mechanical assembly drawings, and instructions. We will include pictures and possibly some video sequences. It will probably be helpful at various points to refer to specific Prius Service Manual<ref>awaiting url to Prius Service Manual website.</ref> pages, available for download by paying Toyota $10/day for access (only one day is needed).
*The mechanical design is sturdy and simple. It should be easy for anyone mechanically inclined to build; even more so if and when various prefabricated parts become available.
*However, as potentially lethal voltages are involved, it is important for the high-voltage wiring to be done by an electrician or an engineer experienced with high-voltage safety.
*This design should be adequate to contain the batteries in any normal driving conditions, but extreme or off-road maneuvers could damage the installation, potentially causing a hazard.
*More importantly, though we believe the parts are well-secured, we are not automotive design engineers, the design has not been crash-tested, and its characteristics during and after a crash are unknown. In particular, it is uncertain whether the battery box would remain intact and in place during a roll-over incident.
**PbA modules could tear out of their brackets and fly around the passenger compartment
**Though these AGM PbA modules are not flooded, they could leak acid if crushed.
**Short circuits could arise, causing sparks, hot, molten metal, and possibly igniting a fire.
**The battery pack may modify the characteristics of the vehicle’s rear crush zone.
*This conversion includes a simple and inexpensive insulated battery box that is both air-cooled when necessary and heated as needed, but only during charging.
**The thermostatically-controlled cooling fans need only run at high ambient temperatures, to keep battery temperatures below 120 deg F. However, they are also run during non-heated charging to ensure any venting of the modules is flushed to outside the passenger compartment.
*PbA batteries have increasingly poor operating characteristics at low temperatures, starting around 55 deg F. We thermally insulate and heat them to retain their usefulness down to lower ambient temperatures. An advantage of retaining the OEM battery for normal hybrid operation is that poor PbA cold-weather performance affects only PHEV, not normal hybrid, operation.
**Since we have not come up with a scheme to heat the battery pack from waste engine heat, and electric heating from the battery would be unproductive, we heat electrically only during charging. This should keep the battery pack sufficiently warm for effective charging and for several hours thereafter in most climates. The system has not been sufficiently tested, however, due to very moderate California weather during development.
**Heating is accomplished via ordinary drugstore electric heating pads, thermostatically controlled via a thermistor and powered by the AC line during charging. They consume about 100 watts when in use, so overnight heating can add 1 kWh, or around 25%, to cold-weather electricity consumption.

===Planned Enhancements/Options===
*A new version of the logic board is planned. Instead of relay and discrete transistor logic, it will use IC logic, a PLA, and/or a microcontroller. It will be designed, as much as possible, to accomodate a DC:DC converter such as the Manzanita Micro PFC-40, various battery chemistries, various separate PHEV battery management systems (BMS), and digital data acquisition.
*[http://manzanitamicro.com Manzanita Micro] is designing a [http://www.eaa-phev.org/wiki/PiPrius PiPrius PHEV conversion kit] for sale, using a lower-voltage pack of larger PbA batteries and their [http://manzanitamicro.com/chargers3.htm PFC-40 charger] as both a charger and DC:DC converter between batteries. It is our intention to develop a version of this conversion that uses the PFC-40 in the same ways. It will probably require the next version of our logic board, and will have the following relative characteristics:
**Advantages
***Lower peak currents in both batteries, due to a 40A current limit between them
***Increased regenerative braking back into the PHEV battery, mainly valuable during extended downhill grades
***Possibly slightly longer EV range, due to the above advantages
***A range of PHEV battery voltages can be accomodated.
***Various battery chemistries can be used and accurately kept within their specifications by the required battery management system (BMS).
***Because the PHEV battery must have a BMS, it is possible to more carefully control its minimum state-of-charge (SOC), thereby more carefully trading off useful capacity vs. cycle life.
**Disadvantages
***During charge, the battery pack is not isolated from input power. This means extra care must be taken to electrically insulate the battery pack from the vehicle chassis, the hybrid system, and all possible human contact points.
***The batteries are not kept in parallel during post-PHEV hybrid operations, possibly limiting hybrid efficiency to that of an unmodified Prius. More complex PFC-40 switching may minimize or eliminate this effect.
***Unless voltage minima and maxima turn out to be sufficient cues, a battery management system (BMS), including reasonably accurate state-of-charge (SOC) measurement, will be required to maintain SOC limits.

===Advanced batteries===
*More advanced batteries may be retrofittable to the conversion. This will probably require upgrading to CalCars’ not-yet-designed next version of logic board, and will also probably require additional battery management electronics. Any new battery’s enclosure, mounting, and thermal management system will no doubt also be very different.

Possible future batteries and their likely characteristics (incl. low-volume pricing):

Example pack
{| border=1 cellpadding=2 |
| Chemistry || || Usable Wh/kg || Cycle life || Yr daily driving || $/usable kWh || $/kWh thruput || Cents/ EV-mi || kWh || $ || EV mi || Wt, lb
|-
| PbA (current) || || 16 || 400 || 1.1 || $380 || $0.95 || 20.0 || 2.1 || $ 798 || 10 || 289
|-
| NiMH || worst || 36 || 2000 || 5.5 || $1,200 || $0.60 || 12.6 || 4.2 || $5,040 || 20 || 257
|-
| NiMH || best || 36 || 4000 || 11.0 || $800 || $0.20 || 4.2 || 4.2 || $3,360 || 20 || 257
|-
| Li-ion || worst || 56 || 1000 || 2.7 || $1,200 || $1.20 || 25.2 || 4.2 || $5,040 || 20 || 165
|-
| Li-ion || best || 100 || 4000 || 11.0 || $800 || $0.20 || 4.2 || 6.3 || $5,040 || 30 || 139
|-
| NiZn || worst || 36 || 500 || 1.4 || $500 || $1.00 || 21.0 || 4.2 || $2,100 || 20 || 257
|-
| NiZn || best || 36 || 2000 || 5.5 || $350 || $0.18 || 3.7 || 4.2 || $1,470 || 20 || 257
|-
| Firefly PbA || worst || 36 || 1000 || 2.7 || $350 || $0.35 || 7.4 || 4.2 || $1,470 || 20 || 257
|-
| Firefly PbA || best || 45 || 4000 || 11.0 || $250 || $0.06 || 1.3 || 5.25 || $1,313 || 25 || 257
|}

Note that figures are for usable, not total, capacity in kWh (usually 80%, but much less for the current PbA pack (4.8 kWh total capacity), due to Peukert’s Law).

===Parts availability===
All parts are off-the-shelf with the following exceptions:
*the logic board
**Once we know demand, we will order a bunch fabricated. Post-fabrication rework is also required due to major architectural changes since its inception.
**A reworked, stuffed, and fully-tested form of this board may be made available at some point. If so, it will probably cost hundreds of dollars and save 20-40 hours of parts purchase, identification, stuffing, soldering, and testing.
**We do plan to redesign this board in the future, using IC logic, a PLA, and/or a microcontroller. The new version will probably be required for eventual upgrade of a conversion to use a more advanced battery pack.
*a version of CAN-View (http://www.hybridinterfaces.ca) capable of working with an external display, as required for 2006+ Prii. This should be available by the time anyone needs it.
*a charger designed for the PbA battery pack. Two options are planned:
**a Delta-q charger (http://www.delta-q.com) designed for the PbA battery pack, at a projected price of $800. We are in discussions with the company and will soon know if/when pre-production units will be available; UL-approved units are likely to be available in 2007.
**the Brusa NLG503 charger, available through http://www.metricmind.com/index1.htm for $2650 retail including cables (a group rate is possible). Users can reprogram this charger for other voltages and battery chemistries, so it would be a good purchase for developers anticipating an eventual high-tech replacement battery.
*mechanical parts that require fabrication from off-the-shelf pieces such as angle aluminum and sheets of ABS, plexiglass, and/or lexan (polycarbonate)
**Some of these parts may eventually become available prefabricated.
*We, or some other suppler or affiliate, may offer various components to speed and simplify the conversion. We’re interested (see below) in knowing how much interest there is for pre-assembled (or at least pre-cut) components, at a cost higher than fabrication via you own free labor but no doubt lower than what you would have to pay a fabricator.

The table below outlines approximate component costs, as well as estimated labor costs for component fabrication or assembly. A range is given, as the number of components made and where they are done has a great bearing on the final cost. We are not fabricators, professional assemblers, or product retailers, so these are guesses as to what a for-profit company or craftsman would charge. If a great number of kits or components are desired, offshore fabricators may beat these estimates by a lot.

Any response is not a commitment to buy anything, or an order, but a way to help us make it easy for you by helping determine how far to go in having components made.
We want to know from the converters the following:

:1. How definite are you about doing a conversion with our open source plans?

:2. What is your timeframe?

:3. What fabricated components or assemblies are you interested in buying, at the following estimated prices?

::{| border=1 cellpadding=2 |
| colspan=2 |
Estimated Fabrication Costs
|-
| Assembled and tested circuit board || $250-500
|-
| Battery tray (4 needed) || $150-250
|-
| Battery box top || $150-200
|-
| Battery box foundation || $150-200
|-
| Electronics tray, assembled and wired || $500-1K
|-
| Set of pre-built battery cables || $150-200
|-
| Pre-built low-power wiring harness || $150-300
|-
| Total (including 4 trays) || $1950-2500
|}
These are estimates for the labor only; approximate components costs are below.

:4. Are you interested in becoming a fabricator and/or kit supplier?

This question applies to for-profit businesses (we know of one or two who may be interested) as well as to individuals.
::a. Are you interested in fabricating subassemblies? If so, which ones?
::b. Are you interested in assembling components into full or partial kits?
::c. Would you be interested in organizing the orders? We need a volunteer or for-profit business to organize this process of deciding what the interest is, what can be economically be built given that interest, who will do it; then how to commission, order, pay for, collect, store, and deliver the parts and subassemblies.

:::{| border=1 cellpadding=2 |
| Est. Component Costs || Min || Max
|-
| Battery set (20 + 2 spares) || 900 || 1100
|-
| Battery wire & lugs || 100 || 150
|-
| Heating pads & insulation || 100 || 100
|-
| CAN-View || 600 || 600
|-
| Display (opt for 2004-5 Prii) || 0 || 200
|-
| Charger (Delta-q or Brusa) || 800 || 2500
|-
| Cord reel & base, brackets || 100 ||100
|-
| Contactors (3) || 240 || 330
|-
| Fuses & holders 60 A (2) || 100 || 150
|-
| Fans (3) || 60 || 120
|-
| All metal & plastic || 200 || 300
|-
| Circuit board || 100 || 100
|-
| Circuit board components || 200 || 300
|-
| Connectors || 200 || 300
|-
| Misc. electronics || 150 || 200
|-
| Total || 3850 || 6550
|}

===References===
<references/>

[[Category:PHEV]]
[[Category:Prius]]
[[Category:Prius PHEV]]
[[Category:PriusPlus]]
[[Category:CalCars]]

PriusPlus

2006-10-18T21:54:40Z

Rgremban: /* Parts availability */

This is the future home of the PriusPlus PHEV DIY (Do-it-Yourself) documentation...

This article explains characteristics of CalCars' PRIUS+ do-it-yourself (DIY) PHEV conversion. It gives our expected timeframe, expected parts availability and costs, and points to the possibility of someone fabricating some of the parts, at guessed-at prices. At the end are some new questions for our information-gathering, in order to best support everyone's efforts.

We have organized a way to determine the interest of people in this group in obtaining various components and pre-assembled components. For now, we'd like discussion of this page to happen here on this page’s Discussion tab and on the [[Maillist|eaa-phev maillist]]. (You can ignore the link at the top of this page to "Conversion Interest" – until we update that page (and remove this comment), the recent email message to the EAA-PHEV mail list supercedes it.)

==Preliminary Information==

{{TOCright}}

Original [[:Image:Open letter to PHEV converters 060916 TD-RDG.doc|Document]] ([[Media:Open letter to PHEV converters 060916 TD-RDG.doc|.doc]])

To would-be Prius-to-PHEV converters from Ron Gremban and Tom Driscoll at CalCars, October 4, 2006:

We are still at work on the plans and instructions for a public domain do-it-yourself (DIY) conversion of 2004+ Prii into plug-in hybrids (PHEVs) using (for now) lead-acid (PbA) batteries. The conversion we are documenting has been running very well for many weeks since its last improvements. We are shooting for documentation availability by November 1. It will be published here at http://www.eaa-phev.org.

Our conversion retains the OEM hybrid battery and its management computer while adding a lead-acid pack consisting of 20 BB Battery EVP20-12B 12V, 20 Amp-hour sealed AGM PbA batteries. PbA battery chemistry is very inexpensive but leads to significant limitations (see below). However, with this relatively inexpensive conversion (as little as $4000 parts cost, including the battery) you can be the first in your community to actually own and drive a plug-in hybrid, and you can achieve 100+ mpg (plus electricity) for 15-20 miles/day!

Though we are using the best and most cost-effective PbA modules we could find, a PbA PHEV is neither economically nor operationally up to par. But as of now, it is the only, and especially the only relatively inexpensive, way to own and drive a real PHEV. More advanced batteries are on the way and may well be available by the time (1-2 years from now) the PbA battery needs replacement (see below for specifics).

Below is a fairly comprehensive list of our public domain PbA Prius conversion’s advantages, operating and mechanical characteristics, and limitations:

===Advantages===
*Detailed instructions for easy installation by anyone trained in high-voltage safety
*Pure electric propulsion at up to 34 mph for up to 10-12 miles per charge
*Lower gasoline use at all speeds until the PHEV battery is depleted
*Displacement of gasoline:
**at an equivalent energy cost of less than $1.00/gallon (at up to $0.09/kWh), possibly using low-cost nighttime electricity if your utility provides optional time-of-use metering
**with renewable electricity, if you have solar panels on your home or specifically buy electricity from renewable sources
*No modification of the Prius’ hybrid propulsion system, for uncompromised vehicle reliability
*Several selectable text and graphics display screens for real-time observation of hybrid system and PHEV parameters
*A vacuum-cleaner-like pull-out power cord that plugs into any standard U.S. 15A, 120VAC outlet
*An interlock to prevent driving away while the battery charger is still plugged into a live electrical outlet

===Prius-forced limitations===
*High voltages are involved that can be lethal if not treated with sufficient respect.
**Once the conversion is complete, all high voltages are inside screw- or bolt-secured areas, but these areas are exposed during parts of the conversion process, during battery replacement and other servicing, and possibly after a crash.
**In keeping with hybrid automotive standards, high voltage cabling is labeled with orange (as #4 gauge and larger orange wire is not readily available, we specify the addition of orange shrink-wrap at each end)
*This conversion will no doubt void parts of Toyota’s warranty. U.S. law prohibits aftermarket modifications from voiding any part of a vehicle’s warranty except for problems specifically caused by the modification. If repair of the OEM battery, transaxle, or other parts of the hybrid system becomes necessary, Toyota may argue that the PHEV modification has caused the problem. The outcome is uncertain, see also our [[Warranty]] article.
*EV-only mode (which inhibits ICE operation) works only up to 34 mph, 120A of power (modest acceleration), and a few more obscure limits
*The conversion’s data display can share the vehicle’s multifunction display screen only in 2004-5 Prii; later models require an additional display screen (optional on 2004-5 Prii).

===PbA limitations===
*The conversion adds 300+ lbs to the vehicle’s weight to provide 10 miles of electric range per charge (16.7 usable Wh/kg)
**Though I have safely driven 17,000 miles in my converted Prius, the added weight could possibly cause vehicle instability during driving, and the battery may modify the effectiveness of the vehicle’s rear crush zone.
**Though there are indications that improved hybrid efficiency due to a lower combined internal resistance of the two-battery combination at least partially compensates for the added weight, city gasoline mileage is otherwise reduced by up to 10%.
*Operating costs are high due to an expected cycle life of only 300-400 deep cycles, providing only one to two years of daily driving (at 400 cycles, 10 electric miles per 2.1 kWh cycle, and $800/pack, battery cost is $0.95/kWh throughput or $0.20/electric-mile (in addition to the cost of electricity, usually 2-4 cents/mile depending on utility rates).
*For decent battery life, the battery must always be charged within a day of discharge, making charging a required rather than optional operation (if planning to drive to somewhere without access to electricity, temporarily turn off PHEV operation).
*PbA batteries perform very poorly in cold weather. Though our design includes a thermally insulated battery pack, heated during charging, this feature has been insufficiently tested due to moderate California temperatures during development.

===Operational characteristics===
*Entry into EV-only mode is automated. Manual entry is also available. Due to a complex interaction with Toyota’s battery management computer, EV-only mode is unavailable for a short distance (usually less than ½ block) after slowing down from highway speeds.
*The paralleling of the PHEV battery to the OEM battery is switched on and off as needed. Occupants will hear the contactor periodically doing this, but will not directly feel any effects from it.
*The PHEV battery does not have its own battery management computer. As the PHEV battery’s state-of-charge (SOC) decreases, it is put in parallel with the OEM battery more and more continuously. Charge-sustaining operation at the PHEV battery’s minimum intended SOC occurs when the PHEV battery’s voltage matches the voltage of the OEM battery’s 60% SOC voltage well enough that average PHEV battery current becomes zero. This is a soft limit that depends upon driving conditions, temperatures, PHEV battery condition, and the state of the moon; and PHEV operation slowly morphs into hybrid operation rather than changing abruptly. Ordinarily, around 10-13 Amp-hr is removed from the PHEV battery before electric assist is exhausted. The depth-of-discharge (DOD = 100% - SOC) that this corresponds to is anyone’s guess, as due to Peukert’s Law (PbA batteries have lower capacity at high discharge rates) and high, variable discharge rates, the battery pack’s capacity is diminished by a large, unknown amount.
*When the PHEV battery is fully charged, EV-only mode can be sustained up a steep, extended hill at maximum allowable EV-only power (100-120A). At lower states of charge, the voltage may fall, causing the engine to start.
*When going down a long hill at low PHEV battery SOC, some regenerative current does flow back into the PHEV battery. This effect, however, is not as large as would be desirable.
*The Prius’ hybrid system allows EV-only mode only when the OEM battery temperature is below 107 deg F, but non-EV-only maximum battery temperature is enough higher that Toyota’s battery cooling system does not work hard to avoid exceeding 107 degrees. The conversion modifies this system so that the fan comes on at full speed whenever OEM battery temperature is above approximately 90 deg F. This almost always keeps OEM battery temperature within EV-only range, but is somewhat noisy.

===Other characteristics===
*Documentation will include all necessary schematics, wiring diagrams, mechanical assembly drawings, and instructions. We will include pictures and possibly some video sequences. It will probably be helpful at various points to refer to specific Prius Service Manual<ref>awaiting url to Prius Service Manual website.</ref> pages, available for download by paying Toyota $10/day for access (only one day is needed).
*The mechanical design is sturdy and simple. It should be easy for anyone mechanically inclined to build; even more so if and when various prefabricated parts become available.
*However, as potentially lethal voltages are involved, it is important for the high-voltage wiring to be done by an electrician or an engineer experienced with high-voltage safety.
*This design should be adequate to contain the batteries in any normal driving conditions, but extreme or off-road maneuvers could damage the installation, potentially causing a hazard.
*More importantly, though we believe the parts are well-secured, we are not automotive design engineers, the design has not been crash-tested, and its characteristics during and after a crash are unknown. In particular, it is uncertain whether the battery box would remain intact and in place during a roll-over incident.
**PbA modules could tear out of their brackets and fly around the passenger compartment
**Though these AGM PbA modules are not flooded, they could leak acid if crushed.
**Short circuits could arise, causing sparks, hot, molten metal, and possibly igniting a fire.
**The battery pack may modify the characteristics of the vehicle’s rear crush zone.
*This conversion includes a simple and inexpensive insulated battery box that is both air-cooled when necessary and heated as needed, but only during charging.
**The thermostatically-controlled cooling fans need only run at high ambient temperatures, to keep battery temperatures below 120 deg F. However, they are also run during non-heated charging to ensure any venting of the modules is flushed to outside the passenger compartment.
*PbA batteries have increasingly poor operating characteristics as low temperatures, starting around 55 deg F. Heating them can retain their advantages down to low ambient temperatures. An advantage of retaining the OEM battery for normal hybrid operation is that poor PbA cold-weather performance affects only PHEV, not normal hybrid, operation.
**Since we have not come up with a scheme to heat the battery pack from waste engine heat, and electric heating from the battery would be unproductive, we heat electrically only during charging. This should keep the battery pack sufficiently warm for effective charging and for several hours thereafter in most climates. The system has not been sufficiently tested, however, due to very moderate California weather during development.
**Heating is accomplished via ordinary drugstore electric heating pads, thermostatically controlled via a thermistor and powered by the AC line during charging. They consume about 100 watts when in use, so overnight heating can add 1 kWh, or around 25%, to cold-weather energy consumption.

===Advanced batteries===
*More advanced batteries may be retrofittable to the conversion. This will probably require upgrading to CalCars’ not-yet-designed next version of logic board, and will also probably require additional battery-specific electronics. Any new battery’s enclosure, mounting, and thermal management system will no doubt be very different.

Possible future batteries and their likely characteristics (incl. low-volume pricing):

Example pack
{| border=1 cellpadding=2 |
| Chemistry || || Usable Wh/kg || Cycle life || Yr daily driving || $/usable kWh || $/kWh thruput || Cents/ EV-mi || kWh || $ || EV mi || Wt, lb
|-
| PbA (current) || || 16 || 400 || 1.1 || $380 || $0.95 || 20.0 || 2.1 || $ 798 || 10 || 289
|-
| NiMH || worst || 36 || 2000 || 5.5 || $1,200 || $0.60 || 12.6 || 4.2 || $5,040 || 20 || 257
|-
| NiMH || best || 36 || 4000 || 11.0 || $800 || $0.20 || 4.2 || 4.2 || $3,360 || 20 || 257
|-
| Li-ion || worst || 56 || 1000 || 2.7 || $1,200 || $1.20 || 25.2 || 4.2 || $5,040 || 20 || 165
|-
| Li-ion || best || 100 || 4000 || 11.0 || $800 || $0.20 || 4.2 || 6.3 || $5,040 || 30 || 139
|-
| NiZn || worst || 36 || 500 || 1.4 || $500 || $1.00 || 21.0 || 4.2 || $2,100 || 20 || 257
|-
| NiZn || best || 36 || 2000 || 5.5 || $350 || $0.18 || 3.7 || 4.2 || $1,470 || 20 || 257
|-
| Firefly PbA || worst || 36 || 1000 || 2.7 || $350 || $0.35 || 7.4 || 4.2 || $1,470 || 20 || 257
|-
| Firefly PbA || best || 45 || 4000 || 11.0 || $250 || $0.06 || 1.3 || 5.25 || $1,313 || 25 || 257
|}

Note that figures are for usable, not total, capacity in kWh (usually 80%, but much less for the current PbA pack (4.8 kWh total capacity), due to Peukert’s Law).

===Parts availability===
All parts are off-the-shelf with the following exceptions:
*the logic board
**Once we know demand, we will order a bunch fabricated. Post-fabrication rework is also required due to major architectural changes since its inception.
**A reworked, stuffed, and fully-tested form of this board may be made available at some point. If so, it will probably cost hundreds of dollars and save 20-40 hours of parts purchase, identification, stuffing, soldering, and testing.
**We do plan to redesign this board in the future, using IC logic, a PLA, and/or a microcontroller. The new version will probably be required for eventual upgrade of a conversion to use a more advanced battery pack.
*a version of CAN-View (http://www.hybridinterfaces.ca) capable of working with an external display, as required for 2006+ Prii. This should be available by the time anyone needs it.
*a charger designed for the PbA battery pack. Two options are planned:
**a Delta-q charger (http://www.delta-q.com) designed for the PbA battery pack, at a projected price of $800. We are in discussions with the company and will soon know if/when pre-production units will be available; UL-approved units are likely to be available in 2007.
**the Brusa NLG503 charger, available through http://www.metricmind.com/index1.htm for $2650 retail including cables (a group rate is possible). Users can reprogram this charger for other voltages and battery chemistries, so it would be a good purchase for developers anticipating an eventual high-tech replacement battery.
*mechanical parts that require fabrication from off-the-shelf pieces such as angle aluminum and sheets of ABS, plexiglass, and/or lexan (polycarbonate)
**Some of these parts may eventually become available prefabricated.
*We, or some other suppler or affiliate, may offer various components to speed and simplify the conversion. We’re interested (see below) in knowing how much interest there is for pre-assembled (or at least pre-cut) components, at a cost higher than fabrication via you own free labor but no doubt lower than what you would have to pay a fabricator.

The table below outlines approximate component costs, as well as estimated labor costs for component fabrication or assembly. A range is given, as the number of components made and where they are done has a great bearing on the final cost. We are not fabricators, professional assemblers, or product retailers, so these are guesses as to what a for-profit company or craftsman would charge. If a great number of kits or components are desired, offshore fabricators may beat these estimates by a lot.

Any response is not a commitment to buy anything, or an order, but a way to help us make it easy for you by helping determine how far to go in having components made.
We want to know from the converters the following:

:1. How definite are you about doing a conversion with our open source plans?

:2. What is your timeframe?

:3. What fabricated components or assemblies are you interested in buying, at the following estimated prices?

::{| border=1 cellpadding=2 |
| colspan=2 |
Estimated Fabrication Costs
|-
| Assembled and tested circuit board || $250-500
|-
| Battery tray (4 needed) || $150-250
|-
| Battery box top || $150-200
|-
| Battery box foundation || $150-200
|-
| Electronics tray, assembled and wired || $500-1K
|-
| Set of pre-built battery cables || $150-200
|-
| Pre-built low-power wiring harness || $150-300
|-
| Total (including 4 trays) || $1950-2500
|}
These are estimates for the labor only; approximate components costs are below.

:4. Are you interested in becoming a fabricator and/or kit supplier?

This question applies to for-profit businesses (we know of one or two who may be interested) as well as to individuals.
::a. Are you interested in fabricating subassemblies? If so, which ones?
::b. Are you interested in assembling components into full or partial kits?
::c. Would you be interested in organizing the orders? We need a volunteer or for-profit business to organize this process of deciding what the interest is, what can be economically be built given that interest, who will do it; then how to commission, order, pay for, collect, store, and deliver the parts and subassemblies.

:::{| border=1 cellpadding=2 |
| Est. Component Costs || Min || Max
|-
| Battery set (20 + 2 spares) || 900 || 1100
|-
| Battery wire & lugs || 100 || 150
|-
| Heating pads & insulation || 100 || 100
|-
| CAN-View || 600 || 600
|-
| Display (opt for 2004-5 Prii) || 0 || 200
|-
| Charger (Delta-q or Brusa) || 800 || 2500
|-
| Cord reel & base, brackets || 100 ||100
|-
| Contactors (3) || 240 || 330
|-
| Fuses & holders 60 A (2) || 100 || 150
|-
| Fans (3) || 60 || 120
|-
| All metal & plastic || 200 || 300
|-
| Circuit board || 100 || 100
|-
| Circuit board components || 200 || 300
|-
| Connectors || 200 || 300
|-
| Misc. electronics || 150 || 200
|-
| Total || 3850 || 6550
|}

===References===
<references/>

[[Category:PHEV]]
[[Category:Prius]]
[[Category:Prius PHEV]]
[[Category:PriusPlus]]
[[Category:CalCars]]

Conversion Interest

2006-10-18T21:44:03Z

Rgremban:

'''This page is out-of-date! Please see the current state of documentation and questions at [[PriusPlus]]; and discussion at [[Talk:PriusPlus]].'''

----

''Per [[EAA-PHEV_Maillist:2006./7./5]] or [http://autos.groups.yahoo.com/group/eaa-phev/message/333 Y!]''

Request for Show of Interest in Converting Prius to PHEV Instructions

Calcars, in collaboration with the EAA’s Eaa-Phev SIG, intends to assemble and
publish public domain instructions for converting a 2004-5<ref>The 2006 Prius’ multi-function display is incompatible with the current CAN-View electronics that is used in this conversion. This limitation may be eliminated in the future. If you are interested in converting a 2006 Prius, please let us know so we can asses this demand.</ref> into a PRIUS+
plug-in hybrid. The first versions of this conversion will use 20 BB Battery
EVP20-12B1 AGM [[SEVA:Pb|PbA]] batteries <ref>BB Battery EVP20-12B1 AGM PbA batteries http://www.electricrider.com/batteries/specsheets/evp20-12.pdf</ref>, along with the
OEM hybrid battery, because of their cost and easy availability. They will
provide a 10+ mile pure electric range in EV-only mode (at up to 34 mph), or
assist the ICE for the first 20+ miles of [[Mixed-mode]] driving at around double the
Prius’ normal mileage. This battery pack costs about $800 and can be expected
to deliver 200-400 full (80% DOD) cycles. The added weight is around 300 lbs,
which existing conversions have been handling without upgraded springs. We
aren’t removing the OEM battery or changing the HSD system, but the spare tire
space will not be accessible.

A [[SEVA:Li|li-ion]] and/or [[SEVA:Ni|NiMH]] battery pack may become available within a year, probably
capable of 20-25 EV-only miles, weighing 100-200 lb, lasting 2000-4000 cycles,
and selling for in the ballpark of $6000. Such a pack should be retrofitable
into either version (below) of the conversion.

Two versions, both with similar performance and using Hybrid Interfaces’
CAN-View device <ref>Hybrid Interfaces’ CAN-View device http://www.hybridinterfaces.ca</ref>, are anticipated:
* The first version is the cheapest, using contactors and a homemade wirewound power resistor for control of the current between the OEM and PHEV battery, and a Delta-Q <ref>Delta-Q charger http://www.delta-q.com/products/quiq.shtml</ref> overnight charger.
* In the second, more sophisticated, version, the Delta-Q charger is replaced with a high-power (PFC-40) charger from Manzanita Micro <ref>Manzanita Micro PFC-40 (40 Amps peek, 30 Amps continuous, input or output limit) charger http://manzanitamicro.com/chargers3.htm</ref>, which doubles as a DC:DC converter, used, in place of the resistor, to more carefully control current into and out of the PHEV battery while driving.

The total cost in materials (all commonly available), including batteries, is
around $3,000 for the resistor/Delta-Q version or $4500 for the Manzanita Micro
version. The time for two skilled people to assemble and install it (not
including gathering parts) is probably at least 80 hours, though this is bound
to decrease if and when kits become available with all parts included and some
of the pieces pre-cut and drilled. A printed circuit board is anticipated
becoming available either for a modest donation to Calcars or from a third
party. That board is being designed to be usable with various battery packs
and modifications. '''EXPERIENCE IN SAFELY WORKING WITH HIGH VOLTAGES IS MANDATORY.'''
If you do not have this experience yourself, hire an electrician.

These changes '''will void Toyota’s warranty''' on affected components (no doubt the
OEM hybrid battery and battery management computer; anything else is debatable).
A modified Prius will operate as before the conversion when the PHEV battery
pack is depleted. Slightly higher mileage than before is even possible despite
the extra weight, due to the decreased internal resistance and larger capacity
of the then-paralleled battery packs.

It will be valuable for us to learn how many DIYers actually intend to convert a
Prius into a PRIUS+ using the plans we are currently working on. Therefore,
please send me an email if you do intend to do so. Include answers to the
following questions:
# Do you already have a 2004-5 Prius available to convert?
# If not, do you have or expect to get 2006 Prius that you would like to convert?
# If a conversion kit -- probably costing a little more than the retail parts costs but saving much parts-gathering and some assembly time -- becomes available, would you buy it?
# When do you plan to begin your conversion, once the plans or a kit is available?
# If an [[SEVA:Ni|NiMH]] or [[SEVA:Li|li-ion]] battery pack, as described above, were to become available, how much would you be willing to pay for it (in place of the $800 PbA pack)?

To respond please mail to:
[mailto:tdriscoll@calcars.org?subject=EAA-PHEV%20Conversion%20Interest&body=1.%20Do%20you%20already%20have%20a%202004-5%20Prius%20available%20to%20convert%3F%0A%0A%0A2.%20If%20not,%20do%20you%20have%20or%20expect%20to%20get%202006%20Prius%20that%0A%20%20%20you%20would%20like%20to%20convert%3F%0A%0A%0A3.%20If%20a%20conversion%20kit%20--%20probably%20costing%20a%20little%20more%0A%20%20%20than%20the%20retail%20parts%20costs%20but%20saving%20much%20parts-gathering%0A%20%20%20and%20some%20assembly%20time%20--%20becomes%20available,%20would%20you%20buy%20it%3F%0A%0A%0A4.%20When%20do%20you%20plan%20to%20begin%20your%20conversion,%20once%20the%0A%20%20%20plans%20or%20a%20kit%20is%20available%3F%0A%0A%0A5.%20If%20an%20NiMH%20or%20li-ion%20battery%20pack,%20as%20described%20above,%20were%0A%20%20%20to%20become%20available,%20how%20much%20would%20you%20be%20willing%20to%20pay%0A%20%20%20for%20it%20(in%20place%20of%20the%20%24800%20PbA%20pack)%3F%0A%0A tdriscoll@calcars.org].

== References ==
<references/>

{{Disclaimer}}

 
 

[[Category:Prius]]
[[Category:PHEV]]
[[Category:Prius PHEV]]
[[Category:CalCars]]
[[Category:PriusPlus]]

PriusPlus

2006-10-18T21:40:27Z

Rgremban:

This is the future home of the PriusPlus PHEV DIY (Do-it-Yourself) documentation...

This article explains characteristics of CalCars' PRIUS+ do-it-yourself (DIY) PHEV conversion. It gives our expected timeframe, expected parts availability and costs, and points to the possibility of someone fabricating some of the parts, at guessed-at prices. At the end are some new questions for our information-gathering, in order to best support everyone's efforts.

We have organized a way to determine the interest of people in this group in obtaining various components and pre-assembled components. For now, we'd like discussion of this page to happen here on this page’s Discussion tab and on the [[Maillist|eaa-phev maillist]]. (You can ignore the link at the top of this page to "Conversion Interest" – until we update that page (and remove this comment), the recent email message to the EAA-PHEV mail list supercedes it.)

==Preliminary Information==

{{TOCright}}

Original [[:Image:Open letter to PHEV converters 060916 TD-RDG.doc|Document]] ([[Media:Open letter to PHEV converters 060916 TD-RDG.doc|.doc]])

To would-be Prius-to-PHEV converters from Ron Gremban and Tom Driscoll at CalCars, October 4, 2006:

We are still at work on the plans and instructions for a public domain do-it-yourself (DIY) conversion of 2004+ Prii into plug-in hybrids (PHEVs) using (for now) lead-acid (PbA) batteries. The conversion we are documenting has been running very well for many weeks since its last improvements. We are shooting for documentation availability by November 1. It will be published here at http://www.eaa-phev.org.

Our conversion retains the OEM hybrid battery and its management computer while adding a lead-acid pack consisting of 20 BB Battery EVP20-12B 12V, 20 Amp-hour sealed AGM PbA batteries. PbA battery chemistry is very inexpensive but leads to significant limitations (see below). However, with this relatively inexpensive conversion (as little as $4000 parts cost, including the battery) you can be the first in your community to actually own and drive a plug-in hybrid, and you can achieve 100+ mpg (plus electricity) for 15-20 miles/day!

Though we are using the best and most cost-effective PbA modules we could find, a PbA PHEV is neither economically nor operationally up to par. But as of now, it is the only, and especially the only relatively inexpensive, way to own and drive a real PHEV. More advanced batteries are on the way and may well be available by the time (1-2 years from now) the PbA battery needs replacement (see below for specifics).

Below is a fairly comprehensive list of our public domain PbA Prius conversion’s advantages, operating and mechanical characteristics, and limitations:

===Advantages===
*Detailed instructions for easy installation by anyone trained in high-voltage safety
*Pure electric propulsion at up to 34 mph for up to 10-12 miles per charge
*Lower gasoline use at all speeds until the PHEV battery is depleted
*Displacement of gasoline:
**at an equivalent energy cost of less than $1.00/gallon (at up to $0.09/kWh), possibly using low-cost nighttime electricity if your utility provides optional time-of-use metering
**with renewable electricity, if you have solar panels on your home or specifically buy electricity from renewable sources
*No modification of the Prius’ hybrid propulsion system, for uncompromised vehicle reliability
*Several selectable text and graphics display screens for real-time observation of hybrid system and PHEV parameters
*A vacuum-cleaner-like pull-out power cord that plugs into any standard U.S. 15A, 120VAC outlet
*An interlock to prevent driving away while the battery charger is still plugged into a live electrical outlet

===Prius-forced limitations===
*High voltages are involved that can be lethal if not treated with sufficient respect.
**Once the conversion is complete, all high voltages are inside screw- or bolt-secured areas, but these areas are exposed during parts of the conversion process, during battery replacement and other servicing, and possibly after a crash.
**In keeping with hybrid automotive standards, high voltage cabling is labeled with orange (as #4 gauge and larger orange wire is not readily available, we specify the addition of orange shrink-wrap at each end)
*This conversion will no doubt void parts of Toyota’s warranty. U.S. law prohibits aftermarket modifications from voiding any part of a vehicle’s warranty except for problems specifically caused by the modification. If repair of the OEM battery, transaxle, or other parts of the hybrid system becomes necessary, Toyota may argue that the PHEV modification has caused the problem. The outcome is uncertain, see also our [[Warranty]] article.
*EV-only mode (which inhibits ICE operation) works only up to 34 mph, 120A of power (modest acceleration), and a few more obscure limits
*The conversion’s data display can share the vehicle’s multifunction display screen only in 2004-5 Prii; later models require an additional display screen (optional on 2004-5 Prii).

===PbA limitations===
*The conversion adds 300+ lbs to the vehicle’s weight to provide 10 miles of electric range per charge (16.7 usable Wh/kg)
**Though I have safely driven 17,000 miles in my converted Prius, the added weight could possibly cause vehicle instability during driving, and the battery may modify the effectiveness of the vehicle’s rear crush zone.
**Though there are indications that improved hybrid efficiency due to a lower combined internal resistance of the two-battery combination at least partially compensates for the added weight, city gasoline mileage is otherwise reduced by up to 10%.
*Operating costs are high due to an expected cycle life of only 300-400 deep cycles, providing only one to two years of daily driving (at 400 cycles, 10 electric miles per 2.1 kWh cycle, and $800/pack, battery cost is $0.95/kWh throughput or $0.20/electric-mile (in addition to the cost of electricity, usually 2-4 cents/mile depending on utility rates).
*For decent battery life, the battery must always be charged within a day of discharge, making charging a required rather than optional operation (if planning to drive to somewhere without access to electricity, temporarily turn off PHEV operation).
*PbA batteries perform very poorly in cold weather. Though our design includes a thermally insulated battery pack, heated during charging, this feature has been insufficiently tested due to moderate California temperatures during development.

===Operational characteristics===
*Entry into EV-only mode is automated. Manual entry is also available. Due to a complex interaction with Toyota’s battery management computer, EV-only mode is unavailable for a short distance (usually less than ½ block) after slowing down from highway speeds.
*The paralleling of the PHEV battery to the OEM battery is switched on and off as needed. Occupants will hear the contactor periodically doing this, but will not directly feel any effects from it.
*The PHEV battery does not have its own battery management computer. As the PHEV battery’s state-of-charge (SOC) decreases, it is put in parallel with the OEM battery more and more continuously. Charge-sustaining operation at the PHEV battery’s minimum intended SOC occurs when the PHEV battery’s voltage matches the voltage of the OEM battery’s 60% SOC voltage well enough that average PHEV battery current becomes zero. This is a soft limit that depends upon driving conditions, temperatures, PHEV battery condition, and the state of the moon; and PHEV operation slowly morphs into hybrid operation rather than changing abruptly. Ordinarily, around 10-13 Amp-hr is removed from the PHEV battery before electric assist is exhausted. The depth-of-discharge (DOD = 100% - SOC) that this corresponds to is anyone’s guess, as due to Peukert’s Law (PbA batteries have lower capacity at high discharge rates) and high, variable discharge rates, the battery pack’s capacity is diminished by a large, unknown amount.
*When the PHEV battery is fully charged, EV-only mode can be sustained up a steep, extended hill at maximum allowable EV-only power (100-120A). At lower states of charge, the voltage may fall, causing the engine to start.
*When going down a long hill at low PHEV battery SOC, some regenerative current does flow back into the PHEV battery. This effect, however, is not as large as would be desirable.
*The Prius’ hybrid system allows EV-only mode only when the OEM battery temperature is below 107 deg F, but non-EV-only maximum battery temperature is enough higher that Toyota’s battery cooling system does not work hard to avoid exceeding 107 degrees. The conversion modifies this system so that the fan comes on at full speed whenever OEM battery temperature is above approximately 90 deg F. This almost always keeps OEM battery temperature within EV-only range, but is somewhat noisy.

===Other characteristics===
*Documentation will include all necessary schematics, wiring diagrams, mechanical assembly drawings, and instructions. We will include pictures and possibly some video sequences. It will probably be helpful at various points to refer to specific Prius Service Manual<ref>awaiting url to Prius Service Manual website.</ref> pages, available for download by paying Toyota $10/day for access (only one day is needed).
*The mechanical design is sturdy and simple. It should be easy for anyone mechanically inclined to build; even more so if and when various prefabricated parts become available.
*However, as potentially lethal voltages are involved, it is important for the high-voltage wiring to be done by an electrician or an engineer experienced with high-voltage safety.
*This design should be adequate to contain the batteries in any normal driving conditions, but extreme or off-road maneuvers could damage the installation, potentially causing a hazard.
*More importantly, though we believe the parts are well-secured, we are not automotive design engineers, the design has not been crash-tested, and its characteristics during and after a crash are unknown. In particular, it is uncertain whether the battery box would remain intact and in place during a roll-over incident.
**PbA modules could tear out of their brackets and fly around the passenger compartment
**Though these AGM PbA modules are not flooded, they could leak acid if crushed.
**Short circuits could arise, causing sparks, hot, molten metal, and possibly igniting a fire.
**The battery pack may modify the characteristics of the vehicle’s rear crush zone.
*This conversion includes a simple and inexpensive insulated battery box that is both air-cooled when necessary and heated as needed, but only during charging.
**The thermostatically-controlled cooling fans need only run at high ambient temperatures, to keep battery temperatures below 120 deg F. However, they are also run during non-heated charging to ensure any venting of the modules is flushed to outside the passenger compartment.
*PbA batteries have increasingly poor operating characteristics as low temperatures, starting around 55 deg F. Heating them can retain their advantages down to low ambient temperatures. An advantage of retaining the OEM battery for normal hybrid operation is that poor PbA cold-weather performance affects only PHEV, not normal hybrid, operation.
**Since we have not come up with a scheme to heat the battery pack from waste engine heat, and electric heating from the battery would be unproductive, we heat electrically only during charging. This should keep the battery pack sufficiently warm for effective charging and for several hours thereafter in most climates. The system has not been sufficiently tested, however, due to very moderate California weather during development.
**Heating is accomplished via ordinary drugstore electric heating pads, thermostatically controlled via a thermistor and powered by the AC line during charging. They consume about 100 watts when in use, so overnight heating can add 1 kWh, or around 25%, to cold-weather energy consumption.

===Advanced batteries===
*More advanced batteries may be retrofittable to the conversion. This will probably require upgrading to CalCars’ not-yet-designed next version of logic board, and will also probably require additional battery-specific electronics. Any new battery’s enclosure, mounting, and thermal management system will no doubt be very different.

Possible future batteries and their likely characteristics (incl. low-volume pricing):

Example pack
{| border=1 cellpadding=2 |
| Chemistry || || Usable Wh/kg || Cycle life || Yr daily driving || $/usable kWh || $/kWh thruput || Cents/ EV-mi || kWh || $ || EV mi || Wt, lb
|-
| PbA (current) || || 16 || 400 || 1.1 || $380 || $0.95 || 20.0 || 2.1 || $ 798 || 10 || 289
|-
| NiMH || worst || 36 || 2000 || 5.5 || $1,200 || $0.60 || 12.6 || 4.2 || $5,040 || 20 || 257
|-
| NiMH || best || 36 || 4000 || 11.0 || $800 || $0.20 || 4.2 || 4.2 || $3,360 || 20 || 257
|-
| Li-ion || worst || 56 || 1000 || 2.7 || $1,200 || $1.20 || 25.2 || 4.2 || $5,040 || 20 || 165
|-
| Li-ion || best || 100 || 4000 || 11.0 || $800 || $0.20 || 4.2 || 6.3 || $5,040 || 30 || 139
|-
| NiZn || worst || 36 || 500 || 1.4 || $500 || $1.00 || 21.0 || 4.2 || $2,100 || 20 || 257
|-
| NiZn || best || 36 || 2000 || 5.5 || $350 || $0.18 || 3.7 || 4.2 || $1,470 || 20 || 257
|-
| Firefly PbA || worst || 36 || 1000 || 2.7 || $350 || $0.35 || 7.4 || 4.2 || $1,470 || 20 || 257
|-
| Firefly PbA || best || 45 || 4000 || 11.0 || $250 || $0.06 || 1.3 || 5.25 || $1,313 || 25 || 257
|}

Note that figures are for usable, not total, capacity in kWh (usually 80%, but much less for the current PbA pack (4.8 kWh total capacity), due to Peukert’s Law).

===Parts availability===
All parts are off-the-shelf with the following exceptions:
*the logic board
**Once we know demand, we will order a bunch fabricated. Post-fabrication rework is also required due to major architectural changes since its inception.
**A reworked, stuffed, and fully-tested form of this board may be made available at some point. If so, it will probably cost hundreds of dollars and save 20-40 hours of parts purchase, identification, stuffing, soldering, and testing.
**We do plan to redesign this board in the future, using IC logic, a PLA, and/or a microcontroller. The new version will probably be required for eventual upgrade of a conversion to use a more advanced battery pack.
*a version of CAN-View (http://www.hybridinterfaces.ca) capable of working with an external display, as required for 2006+ Prii. This should be available by the time anyone needs it.
*a charger designed for the PbA battery pack. Two options are planned:
**a Delta-q charger (http://www.delta-q.com) designed for the PbA battery pack, at a projected price of $800. We are in discussions with the company and will soon know if/when pre-production units will be available; UL-approved units are likely to be available in 2007.
**the Brusa NLG503 charger, available through http://www.metricmind.com/index1.htm for $2650 retail including cables (a group rate is possible). Users can reprogram this charger for other voltages and battery chemistries, so it would be a good purchase for developers anticipating an eventual high-tech replacement battery.
*mechanical parts that require fabrication from off-the-shelf pieces such as angle aluminum and sheets of ABS, plexiglass, and/or lexan (polycarbonate)
**Some of these parts may eventually become available prefabricated.
*We, or some other suppler or affiliate, may offer various components to speed and simplify the conversion. We’re interested (see below) in knowing how much interest there is for pre-assembled (or at least pre-cut) components, at a cost higher than fabrication via you own free labor but no doubt lower than what you would have to pay a fabricator.

The table below outlines approximate component costs, as well as estimated labor costs for component fabrication or assembly. A range is given, as the number of components made and where they are done has a great bearing on the final cost. We are not fabricators, professional assemblers, or product retailers, so these are guesses as to what a for-profit company or craftsman would charge. If a great number of kits or components are desired, offshore fabricators may beat these estimates by a lot.

Any response is not a commitment to buy anything, or an order, but a way to help us make it easy for you by helping determine how far to go in having components made.
We want to know from the converters the following:

:1.What fabricated components or assemblies are you interested in buying, at the following estimated prices?

::{| border=1 cellpadding=2 |
| colspan=2 |
Estimated Fabrication Costs
|-
| Assembled and tested circuit board || $250-500
|-
| Battery tray (4 needed) || $150-250
|-
| Battery box top || $150-200
|-
| Battery box foundation || $150-200
|-
| Electronics tray, assembled and wired || $500-1K
|-
| Set of pre-built battery cables || $150-200
|-
| Pre-built low-power wiring harness || $150-300
|-
| Total (including 4 trays) || $1950-2500
|}
These are estimates for the labor only; approximate components costs are below.

:2.Is anyone in the audience interested in becoming a fabricator and/or kit supplier? This question applies to for-profit businesses (we know of one or two who may be interested) as well as to individuals.
::a. Are you interested in fabricating subassemblies? If so, which ones?
::b. Are you interested in assembling components into full or partial kits?
::c. Would you be interested in organizing the orders? We need a volunteer or for-profit business to organize this process of deciding what the interest is, what can be economically be built given that interest, who will do it; then how to commission, order, pay for, collect, store, and deliver the parts and subassemblies.

:::{| border=1 cellpadding=2 |
| Est. Component Costs || Min || Max
|-
| Battery set (20 + 2 spares) || 900 || 1100
|-
| Battery wire & lugs || 100 || 150
|-
| Heating pads & insulation || 100 || 100
|-
| CAN-View || 600 || 600
|-
| Display (opt for 2004-5 Prii) || 0 || 200
|-
| Charger (Delta-q or Brusa) || 800 || 2500
|-
| Cord reel & base, brackets || 100 ||100
|-
| Contactors (3) || 240 || 330
|-
| Fuses & holders 60 A (2) || 100 || 150
|-
| Fans (3) || 60 || 120
|-
| All metal & plastic || 200 || 300
|-
| Circuit board || 100 || 100
|-
| Circuit board components || 200 || 300
|-
| Connectors || 200 || 300
|-
| Misc. electronics || 150 || 200
|-
| Total || 3850 || 6550
|}

===References===
<references/>

[[Category:PHEV]]
[[Category:Prius]]
[[Category:Prius PHEV]]
[[Category:PriusPlus]]
[[Category:CalCars]]

PriusPlus History-Schematics

2006-03-11T06:00:08Z

Rgremban: Heads-up re. schematic changes + Maker Faire conversion

This is the complete PRIUS+ documentation package as of 1/26/2006.

Heads-up from Ron Gremban, 3/10/06:
In the next few days, I will be making a large set of revisions to these schematics, to:
* Add the ability to switch back to the OEM battery pack at will (important for PbA battery packs, which are unreliable at low temperatures, and during the testing process)
* Improve compatability with CAN-View, which will now be the first and recommended BMS spoofing and EV-mode automation system (I am actively working with Norm, CAN-View's creator, to ensure effective automation algorithms)
* Move all high voltage circuitry off the low power control board
As part of a [[http://autos.groups.yahoo.com/group/calcars-news/message/316 Prius conversion]] to be done over the course of the [[http://makezine.com/faire/ Maker Faire]], April 22-23, we will be dramatically improving the documentation of the basic PbA PRIUS+ conversion process. We will also be publishing complete parts and supplier lists and designing prited circuit boards for the electronics, which we will find some way to get produced for sale afterwards. If you live close enough to get there, please join us to observe a real conversion in process. [end of heads-up]

* [[PriusPlus]] ([[Media:EAA-PHEV-PRIUS-.doc|.doc]])
** - [[:Image:EAA-PHEV-PRIUS-ControlSchematicV1 060118.png|SOC & Control Schematic]] - - [[:Image:EAA-PHEV-PRIUS-BatteryTapEmulatorSchematicV1a 060118.png|Battery Tap Emulator Schematic]] - - [[:Image:EAA-PHEV-PRIUS-HighPowerSchematicV1a 060116.png|High Power Schematic]] -

{{EAA-PHEV-Prius-Schematics}}

'''Note:''' It might be good to have various ''types'' of schematic sets. For example a higher level version might include an automatic switch over from the stock to the added battery pack, adding a DPDT contactor on the HV mains and a complex battery tap coupler relay board. An example of a lower level version might exclude the various interlocks, center pack relay, and simple isolation relays instead of opto-isolators. Though neither might prove particularly practical they would help by offering various potential design layouts which might be more adaptable to platforms other than the 2004-2005 Prius.

User talk:Rgremban

2006-03-03T01:28:06Z

Rgremban: /* PHEV-modifier definition */

==PHEV-modifier definition==
:Ryan: I noticed you answered some of the questions on the main page, regarding the PHEV acronym and it's optional electric range rating modifier.

What does the number after the PHEV represent, how do we measure their mileage and performance?
This number represents the electric propulsion range of the PHEV before it must depend upon its internal combustion engine for motive power. In English-system (vs. metric) countries like the U.S, it is in miles. A PHEV-20, for example, has a 20-mile electric-only range. Due to its limitations, the PRIUS+ is more complex to describe, as, in mixed city and highway driving it is only 50:50 electric/gasoline. CalCars' original PRIUS+, though actually a PHEV-10, generally travels 20 miles at double its hybrid gasoline mileage (rather than 10 miles powered purely electrically) before its battery is depleted.

:Ryan: I was wondering, did we just make this up, or is it somewhat established?

::Ron: It's established, though possibly only in the U.S, as I've never seen e.g. PHEV-20 referring to 20 km range instead of 20 mi. It's possible that EPRI was the first to use this designation, though I've now seen it in many places.

:Ryan: I tend to agree that the number should represent the all electric range, whereby production and conversion BEVs could be rated for their range, had then ''unlimited'' gas range. So the [[SEVA:Tango|Tango]] would be a PHEV-80, the Li-ion [[SEVA:Tzero|tzero]] a 30mpg PHEV-300, which it is with it's pusher trailer.

::Ron: I thought the Tango was a pure BEV, which would make it a BEV-80, I guess. I'm not shure what you're getting at, but yes, PHEVs are assumed to have unlimited gasoline range via quick refills at a gas station, though I could imagine a series hybrid design where the ICE is too small to support unlimited gasoline operation. Yes, the Tzero with its trailer would be both a serial hybrid and a PHEV-300!

:Ryan: What do you think about adding a modifier for ''Mixed-mode'' such as PHEV-m20 for the Prius that may be more appropriate for it's capabilities.
:Perhaps PHEV-10/20 as the electric/gas mixed-mode range.
:Is it worth getting into trying to define mixed-mode as strictly double gas mileage or presumably 50/50 electric gas power output. Admitadly it's more complex than that, but I'm looking to a time when PHEVs with freeway capable electric modes are common. This isn't exactly federal gas mileage ratings, which would still simply state the never-plugged-in gas mileage of a PHEV. --[[User:Rjf|Rjf]] 02:30, 28 February 2006 (CST)

::Ron: I think anything beyond the established designations would be too confusing for non-EVers.

Main Page

2006-02-28T06:08:24Z

Rgremban:

'''Welcome to the new home of the EAA-PHEV Project''', which formerly lived at the [[SEVA:|SeattleEVA.org]] site.

We're still moving in to the new site so please bear with us, the migration plan can be found on the [[Talk:Main_Page|discussion]] page. The old EAA-PHEV page will be named '''[[Prius HSD PHEV]]''', the EAA-PHEV_PRIUS_Documentation is now named '''[[PriusPlus]]''', and the old Conversion Hybrids & PHEV Projects pages are now on the '''[[History]]''' page. We're also making room for more pages to address the potential conversion for each of the current production hybrids, many of which have similar powertrains to that in the Prius.

Here on the main page we should address some of the basics, such as:
* What is a Hybrid, versus an all electric vehicle?
* What's all the fuss about "plugging in", what differance does it make?
[http://www.calcars.org/vehicles.html CalCars' Plug-In Hybrids page] has a good explanation; Ron Gremban's [http://www.calcars.org/calcars-technical-notes.pdf PHEVs: the Technical Side] presentation notes follows up with a technical overview of gasoline vs. flex-fuel vs. Diesel vs. hybrid vs. plug-in hybrid vehicles, followed by the (positive) social implications of PHEVs and especially flex-fuel PHEVs.
* What changes do we make to convert a gas only hybrid to a Plug-In Hybrid?
Basically, one either replaces or adds to the vehicle's hybrid battery for greatly increased energy storage capacity, adds a charger that plugs into a wall outlet, and arranges for the hybrid system to use more (or only) electricity and less (or no) gasoline for propulsion until the battery is mostly depeleted. This last bit is the tricky part, as the control systems of all the hybrid vehicles are proprietary and secret.
* What does the number after the PHEV represent, how do we measure their mileage and performance?
This number represents the electric propulsion range of the PHEV before it must depend upon its internal combustion engine for motive power. In English-system (vs. metric) countries like the U.S, it is in miles. A PHEV-20, for example, has a 20-mile electric-only range. Due to its limitations, the PRIUS+ is more complex to describe, as, in mixed city and highway driving it is only 50:50 electric/gasoline. CalCars' original PRIUS+, though actually a PHEV-10, generally travels 20 miles at double its hybrid gasoline mileage (rather than 10 miles powered purely electrically) before its battery is depleted.
* What types of hybrids are there? ''Full'', ''Mild'', Series, Parallel, Series-Parallel
* etc...

----

[[Image:Pluginpartnerslogo.gif|right|80px]]
[http://www.pluginpartners.com PlugInPartners.com] is a national grass-roots initiative to demonstrate to automakers that a market for flexible fuel PHEVs exists today. ''"'''Forget Hydrogen, Forget Hydrogen, Forget Hydrogen'''".'' ''"It's a coalition between the Tree-Huggers, Do-Gooders, Sod-Busters, Cheap Hawks, and the Evangelicals".'' --James Woolsey, former director of the CIA. Sign the petition, watch the webcast, and spread the word. In short, a PHEV delivers all of the advantaged of a BEV while retaining the ''unlimited'' range of traditional gas vehicles.

----

[[Image:Calcars-logo-large.png|left|160px]]
[http://www.calcars.org CalCars.org] is a nonprofit startup that blends advocacy with technology:
advocacy to compel automakers to produce plug-in hybrid vehicles and
consumers/fleet buyers to understand their myriad benefits; technology to
prove what's possible -- today. CalCars created the first PRIUS+ conversion
in 2004 and has been working to achieve media traction and widespread
awareness ever since.

----

<div style="float: right; margin-left: 20px">[http://eaaev.org http://www.pluginamerica.com/images/EAAad.gif]</div>
Electric Auto Association Description goes here.